Engine-out

[Cali]

Who has had an engine-out in a two stroke and:
1. When did you have it? (What stage of the flight)
2. What was the cause?

Any info would be appreciated

Thanks

[Morph]

Not quite a complete engine out but, 10 minutes into the flight and fuel starvation. blocked fuel filter was the cause. An electric fuel pump saved me that day.

[Henni]

Cali,

When I was much younger and more reckless, had many, many engine outs.

Reasons:

1. Fouled spark plugs during all phases of flights - no one but myself to blame for these. When you do not change often as should, one WILL foul up sooner or later. As soon as happens, 2nd one carries all the load & WILL also cut out within the next three minutes. If you fly & engine starts misfiring, immediately try to gain altitude (if you can whilst maintaing safe flying speed) so that when the 2nd plug cuts out, you can choose a suitable landing area.

2. Belt failures - quite a few of those. Once landed in the mountains at Nelspruit with a hang glider pilot flying with me. Put it down amongst those boulders without a scratch. I hate belt drives with a passion, especially with two up! The warning I recently gave to someone in this regards came true like a prophesy, regardless of all the other positive feedback it (the belted option for that specific product) received on this forumn!

3. Top belt pulley bearing seizure - prop seized in mid-flight.

Golden rule - if lowish and engine out, DO NOT TURN BACK! No matter what lies behind you - Rather point the fuselage between available openings if you have to. Wings can be replaced, the pilot can't.

I am much older and safer now & not at all reckless anymore and in the previous year's flying did not have a single in-flight failure. But then, I now have dual ignition and geared drive which really helps a lot!

All the best,
Henni

[Cali]

Thanks Morph and Henni.

I am just trying to see what the main reasons for failures are. As far as I can remember it is mostly fuel related nowadays as opposed to belt failures in the old days (Henni).

What I would like to see is how common they are.

[Morph]

IMHO your most common failures today without a doubt is fuel mismanagement. This affects both 2 and 4-stroke.
Insufficient fuel
Contaminated fuel
blocked fuel filters
cracked or broken fuel pipes
blocked breather hole on tank
gunged up carbs

two stroke specific
no, or insufficient 2-stroke oil in the fuel
failure of oil injector system(rare)

If you maintain your little 2 stroke religiously to the 25 hour intervals and you are very careful with your fuel and you fly regularly to very regularly, i.e. at least once a week, your engine will give you very good reliability and service.

Mechanical failures can and do occur but most are preventable with good servicing and dilligent pre-flight checks

[lefssa]

Only time i have had an engine out was after an anual inspection :evil: a.p. replaced prop with wrong prop. caused the engine to seize. when a.p. was approuched his answer was "sorry". Cost me R15 000.00 I now got rating and do my own work on my plane. No problem in 2500 hours.

[DieselFan]

No problem in 2500 hours.

No engine out or precautionary landings?

[The Agent]

Wat is jy besig om te beplan Cali?

[motiveflow]

Although the 582 is not a "type cetified" engine i feel that the 582 is the source of power for many of our planes. I want to make my 582 even more reliable than any "type certified" engine. It should be no mistry, so thats why i have posted this letter requesting input and tips for reliable safe and fun flying. I have heard too many horror stories of engine failuers etc.

No advice is too simple to be ignored. Any input will be welcome ranging from a to z

[Morph]

Another thing, the carb mounting rubbers. If they crack, which they tend to do, they will suck air, causing a lean mixture and viola, hole in piston and down you go.

A big secret in keeping 2 strokes reliable is running them regularly. Look at training aircraft, amazing wokload without a hitch. If you let them stand, corrosion sets in, fuel evaporates and gelling occurs etc etc

[flykr]

Landed my 503 powered MAC CDL in the swamps once after the gearbox exploded. The prop struck the trailing edge with such force it changed the profile of both wings. Luckily I was only 100ft off the ground, landed it straight ahead in a ft of swampy water ….got eaten alive by millions of mosquito's on the two mile hike back to the hangar, that was the worst part of the hole experience.

[Relborg]

A big secret in keeping 2 strokes reliable is running them regularly.

Just wondering what will count as a regular run, once a week, once month?
Is it enough to start and idle or does it need a good workout?

[motiveflow]

Another thing, the carb mounting rubbers. If they crack, which they tend to do, they will suck air, causing a lean mixture and viola, hole in piston and down you go.

A big secret in keeping 2 strokes reliable is running them regularly. Look at training aircraft, amazing wokload without a hitch. If you let them stand, corrosion sets in, fuel evaporates and gelling occurs etc etc

Thanx for the input. Lets aim to keep these 582's running beyond reliability

[Morph]

A big secret in keeping 2 strokes reliable is running them regularly.

Just wondering what will count as a regular run, once a week, once month?
Is it enough to start and idle or does it need a good workout?

I understand the 582 is more prone to corrosion due to standing than the 503, due to internal engine design allowing moist air to enter the crank case via the intake ports.

The idea of running them regularly ensures that the engine remains well oiled when switched off. Plus all the rubbers remain supple etc. I would say at least once a month, and in high humidity areas even more. One thing you can do is if you do have longer spells between flights then before storing the plane after that last flight use the choke (actually an enricher) to kill the motor, instead of using the mag switches. This will ensure that the engine get's a nice rich coating of oil.

Additionally if you could put some covers over the airfilters to help prevent moist air ingession

[motiveflow]

Is there any problem with leaving the electrical fuel pump on all the time. (facet) it is a series connection and is installed after the gascolator, filter and before the diaphram pump. Can it damage the diaphram pump?