.

Oh yeah, rushing is always a bad thing, and not everyone is understanding when it comes to the time required to prerotate.
When I was a soloing student pilot I got cleared for an immediate takeoff by the tower (also a new thing for me) and in my haste to comply I almost screwed things up royally. Luckily I realized my error just in time!
 
There were a couple who had paid for it up front and when they finally came to assemble and train, it turns out their last airplane flight was 20 years ago. Since then their health and sharpness had deteriorated and it becomes clear in few hours that they will not be suitable for getting back in the air. Not just physically but also perhaps mentally. I resold the gyroplane for them but we lose a new sale because of that and thus we ask for 10% on the sale. Thankfully the new prices had risen as well so they pretty much got what they paid for it and in fact I think a little more.

We do not do refunds unless we have not delivered an order in over a year which has not happened. We do not evaluate people's mental and physical fitness before they place an order. We can only make that determination while training but the customers if they were really honest with themselves and know their situation can make that determination for themselves without even a doctor. That responsibility lies with them. They are adults.
Sounds like you might need to change your procedure and perhaps do a 30 min to an hour intro/ evaluation flight. I would charge them for it and put them through a set of procedures to determine if they have the physical and mental skills to still fly. This might save some money and aggravation.
 
While I'm not surprised at the responses to this and all somewhat valid the biggest point here is that this pilot was maxed out and just fundamentally not attempting to take off in any way aligned to his experience.

1. He is already pre-rotating ahead of entering the runway. [which is to Abids point]
2. He didn't pull the stick fully back post circa.110-120rrpm pre-rotation as he would have been taught or read in the POH for Magni
3. It seems the rotor brake is still on

I don't know if items 2 & 3 are related to item 1 but maybe, seems nobody felt the need to ask.

Yes talk about balancing on the mains but in this case IMO it had already gone wrong well before we even started the ground roll.
 
While I'm not surprised at the responses to this and all somewhat valid the biggest point here is that this pilot was maxed out and just fundamentally not attempting to take off in any way aligned to his experience.

1. He is already pre-rotating ahead of entering the runway. [which is to Abids point]
2. He didn't pull the stick fully back post circa.110-120rrpm pre-rotation as he would have been taught or read in the POH for Magni
3. It seems the rotor brake is still on

I don't know if items 2 & 3 are related to item 1 but maybe, seems nobody felt the need to ask.

Yes talk about balancing on the mains but in this case IMO it had already gone wrong well before we even started the ground roll.

Yes it was wrong from the point he started pre-rotation before entering the runway. Due to his age, experience, pre-occupation of mind somewhere else, his brain cycles were already filled to act as PIC and concentrate on the task right then and there. He had fallen behind and at the mercy of the machine rather than machine obeying him
 
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Ok is this some rule that I am unaware of? I was taught to prerotate on the taxiway and keep my blades up with my skill. I noticed this practice of pulling on the dnd of the runway and then prerotating it causes delays and in my opinion could be dangerous. I would equate it to someone doing a mag check on the numbers in a fixed wing. I was always taught to taxi with blades turning and have them almost up to speed when turning on to the active so I just needed to push the throttle bring the blades up a few RPM’s and my nose wheel would come up and full power and off. This limited my time on the active as to not piss off the traffic or cause a dangerous situation.
 
Ok is this some rule that I am unaware of? I was taught to prerotate on the taxiway and keep my blades up with my skill. I noticed this practice of pulling on the dnd of the runway and then prerotating it causes delays and in my opinion could be dangerous. I would equate it to someone doing a mag check on the numbers in a fixed wing. I was always taught to taxi with blades turning and have them almost up to speed when turning on to the active so I just needed to push the throttle bring the blades up a few RPM’s and my nose wheel would come up and full power and off. This limited my time on the active as to not piss off the traffic or cause a dangerous situation.
I teach the procedures in the pilot's operating handbook for the aircraft I am training in.

M24C_FLIGHT_MANUAL_ISSUE-B_AUSTRALIA.pdf

From the M24C_AUS M24C FLIGHT MANUAL (Australian Pilots Operating Handbook)

4.10 ROTOR PREROTATION (Fig. 24) CAUTION: Keep the control stick fully forward until reaching 130 r.p.m. rotor speed.

1 - ALIGNMENT - runway alignment

2 - ENGINE SPEED - set at 1.800 r.p.m. CAUTION: A lower or higher engine speed may worsen the prerotation procedure performances.

3 - PREROTATION ENGAGING - gently operate the prerotation lever

(1). Keep engine speed at 1.800 r.p.m. CAUTION: The prerotation must be engaged in a gentle manner, without sudden movements of the lever (1), so as not to stress the system and avoid stopping the engine. At 130 r.p.m. ROTOR

4 - CONTROL STICK - Place the control stick (2) in takeoff position (rear limit stop).

5 - PREROTATION LEVER - Gently reach the limit stop while keeping a constant engine speed. WARNING DANGER: In windy conditions, or if the payload is light, it is possible that the gyroplane will lift up onto the tail wheel. If this occurs, the prerotation should be released and the stick moved forward to balance the gyroplane on the main wheels, some engine power should be applied to prevent the gyroplane from moving backward. The rotor rpm will continue to increase. When the rotor speed is equal or greater to 200 rpm, proceed as for take off. This should be practiced with an instructor before proceeding in these conditions AT LIMIT STOP OF PREROTATION LEVER

6 - ENGINE r.p.m. - Gently increase the engine speed until reaching 200 r.p.m. of the rotor. (standard prerotation). WARNING DANGER: The minimum rotor prerotation speed is 150 r.p.m. It is strictly forbidden to proceed with takeoff operations if the rotor r.p.m. is lower than the minimum value. NOTE: Under identical conditions, the length of the takeoff run depends on the rotor r.p.m. reached during prerotation. The maximum speed of the prerotation system is 280 r.p.m. The life of the prerotation system and its inspection frequency depend on the average rotor r.p.m. applied during the prerotation operation.

M24C_AUS M24C FLIGHT MANUAL . PAGE ISSUE B 70 December 2011 WARNING DANGER: it is not possible to reach the minimum rotor r.p.m. during prerotation, stop the operation and return to the parking area.

7 - BRAKES - release.

8 - RELEASE PREROTATION LEVER - once the rotor turns at 200 r.p.m., quickly release the prerotation lever.

WARNING DANGER: It is strictly forbidden to operate the prerotation lever (1) other than during the prerotation procedure.
 
Ok is this some rule that I am unaware of? I was taught to prerotate on the taxiway and keep my blades up with my skill. I noticed this practice of pulling on the dnd of the runway and then prerotating it causes delays and in my opinion could be dangerous. I would equate it to someone doing a mag check on the numbers in a fixed wing. I was always taught to taxi with blades turning and have them almost up to speed when turning on to the active so I just needed to push the throttle bring the blades up a few RPM’s and my nose wheel would come up and full power and off. This limited my time on the active as to not piss off the traffic or cause a dangerous situation.

It is not a rule Mike, but it is taking into account that new gyroplane pilots have their minds full. If you think about gyroplane takeoff, it is the most involved procedure among takeoffs in any 2 seat simple aircraft. Pre-rotate, advance throttle but not too much, release pre-rotator simultaneously pulling back, as you roll balance on mains, keep attitude and allow clean takeoff. Yes, to me, you and others after doing it dozens of times it is simple. To new gyroplane pilots it's not. To older pilots, it's one cough away from skipping a crucial step.
I know of at least 7 gyroplane takeoff accidents, having blade sailing on takeoff. One of the common elements among them. Pre-rotated on taxi way and turned on the runway while blades were spinning.
When Greg was teaching me to fly gyroplanes in the beginning and I already had 3500+ hours on trikes and planes with 2000+ as an active instructor, I was thinking this takeoff crap on gyroplanes is too many things to remember because he started pre-rotating on taxiway. I can only imagine a 70-year-old student. I do not agree with Greg teaching that, so I do not teach that. Can I pre-rotate on hold short and turn on runway now and co-ordinate rotor RPM increase during the turn now. Absolutely. It isn't much of a problem but that is now. At the end of the day the proof of pudding is in the eating. When you see so many accidents specially in older new to gyroplane pilots on takeoff having accidents because they are trying to manage multiple things in their head and get overwhelmed, you have to make it simple.
Do you have to have a clear shot at the runway and do not take it till there is a clear shot. Yes. I'd rather them wait than rush it in and splash.
 
Once you’re on the runway…… it’s YOUR runway!! Don’t play around but perform your take off procedure as efficiently as possible. DO NOT RUSH!! I’ve seen too many boo boos cuz someone felt “rushed”.
 
It is not a rule Mike, but it is taking into account that new gyroplane pilots have their minds full. If you think about gyroplane takeoff, it is the most involved procedure among takeoffs in any 2 seat simple aircraft. Pre-rotate, advance throttle but not too much, release pre-rotator simultaneously pulling back, as you roll balance on mains, keep attitude and allow clean takeoff. Yes, to me, you and others after doing it dozens of times it is simple. To new gyroplane pilots it's not. To older pilots, it's one cough away from skipping a crucial step.
I know of at least 7 gyroplane takeoff accidents, having blade sailing on takeoff. One of the common elements among them. Pre-rotated on taxi way and turned on the runway while blades were spinning.
When Greg was teaching me to fly gyroplanes in the beginning and I already had 3500+ hours on trikes and planes with 2000+ as an active instructor, I was thinking this takeoff crap on gyroplanes is too many things to remember because he started pre-rotating on taxiway. I can only imagine a 70-year-old student. I do not agree with Greg teaching that, so I do not teach that. Can I pre-rotate on hold short and turn on runway now and co-ordinate rotor RPM increase during the turn now. Absolutely. It isn't much of a problem but that is now. At the end of the day the proof of pudding is in the eating. When you see so many accidents specially in older new to gyroplane pilots on takeoff having accidents because they are trying to manage multiple things in their head and get overwhelmed, you have to make it simple.
Do you have to have a clear shot at the runway and do not take it till there is a clear shot. Yes. I'd rather them wait than rush it in and splash.
Well my three instructors had me in the front seat or the PIC seat for my entire time I was training so that was the procedure and it became second nature. I was only allowed to prerotate to 100 on a calm day and 150 on a slightly windier day. We worked the taxiway where they had me learning blade management before we ever got air under the wheels with as PIC. I was not allowed to even consider flying or doing a take off until I could prerotate to 100 RPM’s and not touch the handle again. I had to get them to flight speed with the throttle wind and my own skill. I also had to be able to do this up wind and downwind on the taxiway. I don’t have my student logbook to my vindictive ex wife but since I had a pretty good understanding of the procedure from being around it all my life it didn’t take long to get it. I think we spent less than 4-5 hours on the taxi way. By the time we were done I was going up and down the taxi way balancing and never touched the nosewheel or tail wheel. Dad,Steve Graves,and Tommy all taught this way. Davie was taught this way. He always has his blades going on the taxi way. My point is by the time I was allowed to even get on the runway it had all become second nature and I didn’t have to worry about it. My blades were up to speed and as long as I had no traffic to wait on I could turn from the taxiway to the runway and begin my takeoff roll without tying up the runway. My first takeoff was a surprise the wheels came off so gently I was told well your flying. I was like I am. The quote was “yep kid your a natural”. I was 24 and had been riding with my dad since 4. He let me have the stick for a couple of minutes my whole life but never more than that. So it was said I was the worlds slowest student since it took me 20 years to solo. Dad wouldn’t let me solo despite Steve Graves saying I was ready for quite a while. He yanked the power from me at all kinds of altitudes and situations until I could get us safely on the ground no matter what it was. The last one was 75’ and downwind. He was surprised I was able to do it and didn’t even try to turn into the wind. I said well no time turn I slowed it down as much as I could for a flare and we landed a good 15 mph faster ground speed which because of my extensive taxiway work they put through was no big deal. That day at Arcadia he told me to get the bag of sand he had me buy and bring and we drew a female face and hair on my first passenger. My solo was a non event. Charlie Presnell cut my shirt off and continued to fly dad’s 618 two place at fly-ins until we finished my first machine. It was a 532 powered machine never had an engine out in the 100-150 hrs I flew it. Then I met a woman and let that demon take over my life for the next 12 years. Got a divorce moved back to dad’s saved money and built the 670 machine you knew as mine. I flew it for same amount of time and had three engine outs once of which was just a loose clutch on the crank shaft. The other two were a direct result of Rotax Rick not rebuilding my engine down to the crank like I paid for. Turns out the crank was twisted from the day I sent it to him to be rebuilt and asked that he tear it down to the case and replace every bearing and rebuild the crankshaft if need be but at least check it to make sure it was good after dad seized twice for lack fuel on his Eagle. He was running a single 582 fuel pump not enough for that hog at full throttle especially with snowmobile hill climbing pipe on it. Anyway Rick did a quick look at the the crank and thought it was ok without replacing the inner bearings or checking to see if it were twisted even through I specifically asked him to do so. The last time it seized on me Rick rebuilt it with new pistons and all that and blamed it on me using auto fuel and it detonating. So I took it back tied to the the hangar and did the standard Rotax run in and it didn’t make the whole 60 minutes. It seized again at the 55min mark at full throttle. This time it had 100LL and evidence of detonation again. I told dad it’s like the timing is wrong. I said is it possible the crank is twisted? He said let’s check. It was 18 degrees out of phase between the journals. He said there is your problem. It’s probably been like that since I bought it and if Rick had rebuilt the crank like paid him to do you wouldn’t have any problems. That engine was always rough on start up so much so we put a clutch on it after I roll it back to Rick and made him rebuild the crank in front of me and we put it back together it was smooth as silk. I sold it as parts 8 months ago.
 
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Well my three instructors had me in the front seat or the PIC seat for my entire time I was training so that was the procedure and it became second nature. I was only allowed to prerotate to 100 on a calm day and 150 on a slightly windier day. We worked the taxiway where they had me learning blade management before we ever got air under the wheels with as PIC. I was not allowed to even consider flying or doing a take off until I could prerotate to 100 RPM’s and not touch the handle again. I had to get them to flight speed with the throttle wind and my own skill. I also had to be able to do this up wind and downwind on the taxiway. I don’t have my student logbook to my vindictive ex wife but since I had a pretty good understanding of the procedure from being around it all my life it didn’t take long to get it. I think we spent less than 4-5 hours on the taxi way. By the time we were done I was going up and down the taxi way balancing and never touched the nosewheel or tail wheel. Dad,Steve Graves,and Tommy all taught this way. Davie was taught this way. He always has his blades going on the taxi way. My point is by the time I was allowed to even get on the runway it had all become second nature and I didn’t have to worry about it. My blades were up to speed and as long as I had no traffic to wait on I could turn from the taxiway to the runway and begin my takeoff roll without tying up the runway. My first takeoff was a surprise the wheels came off so gently I was told well your flying. I was like I am. The quote was “yep kid your a natural”. I was 24 and had been riding with my dad since 4. He let me have the stick for a couple of minutes my whole life but never more than that. So it was said I was the worlds slowest student since it took me 20 years to solo. Dad wouldn’t let me solo despite Steve Graves saying I was ready for quite a while. He yanked the power from me at all kinds of altitudes and situations until I could get us safely on the ground no matter what it was. The last one was 75’ and downwind. He was surprised I was able to do it and didn’t even try to turn into the wind. I said well no time turn I slowed it down as much as I could for a flare and we landed a good 15 mph faster ground speed which because of my extensive taxiway work they put through was no big deal. That day at Arcadia he told me to get the bag of sand he had me buy and bring and we drew a female face and hair on my first passenger. My solo was a non event. Charlie Presnell cut my shirt off and continued to fly dad’s 618 two place at fly-ins until we finished my first machine. It was a 532 powered machine never had an engine out in the 100-150 hrs I flew it. Then I met a woman and let that demon take over my life for the next 12 years. Got a divorce moved back to dad’s saved money and built the 670 machine you knew as mine. I flew it for same amount of time and had three engine outs once of which was just a loose clutch on the crank shaft. The other two were a direct result of Rotax Rick not rebuilding my engine down to the crank like I paid for. Turns out the crank was twisted from the day I sent it to him to be rebuilt and asked that he tear it down to the case and replace every bearing and rebuild the crankshaft if need be but at least check it to make sure it was good after dad seized twice for lack fuel on his Eagle. He was running a single 582 fuel pump not enough for that hog at full throttle especially with snowmobile hill climbing pipe on it. Anyway Rick did a quick look at the the crank and thought it was ok without replacing the inner bearings or checking to see if it were twisted even through I specifically asked him to do so. The last time it seized on me Rick rebuilt it with new pistons and all that and blamed it on me using auto fuel and it detonating. So I took it back tied to the the hangar and did the standard Rotax run in and it didn’t make the whole 60 minutes. It seized again at the 55min mark at full throttle. This time it had 100LL and evidence of detonation again. I told dad it’s like the timing is wrong. I said is it possible the crank is twisted? He said let’s check. It was 18 degrees out of phase between the journals. He said there is your problem. It’s probably been like that since I bought it and if Rick had rebuilt the crank like paid him to do you wouldn’t have any problems. That engine was always rough on start up so much so we put a clutch on it after I roll it back to Rick and made him rebuild the crank in front of me and we put it back together it was smooth as silk. I sold it as parts 8 months ago.

You'd been around gyroplanes a long time and you were 24. I have 1000 hours in 2 strokes. Never had a single engine out in my machines (503 and 582). But I did have engine outs in a couple of 582 machines when someone else was flying their machines and I was in them. One was a after market clutch came apart inside.
Why did you sell your gyro? You aren't flying anymore? I designed a modified version of Apollo LSA longer, wider, symmetrical airfoil on tail and a bigger wing span. It is going to be done here in a few months. You should come check it out
 
You'd been around gyroplanes a long time and you were 24. I have 1000 hours in 2 strokes. Never had a single engine out in my machines (503 and 582). But I did have engine outs in a couple of 582 machines when someone else was flying their machines and I was in them. One was a after market clutch came apart inside.
Why did you sell your gyro? You aren't flying anymore? I designed a modified version of Apollo LSA longer, wider, symmetrical airfoil on tail and a bigger wing span. It is going to be done here in a few months. You should come check it out
Had to take my lap band out and gained all the weight back. I’m currently 292. Last time I flew pulled the stick back to flare and did anise wheel landing cause my belly didn’t allow full back stick. Please don’t say what most people who don’t have weight problem say. “Well just loose weight”. It’s not quite that easy. The gyro sat in the hangar for two years and I wanted it to go to a home where it would be flown and taken care of. My first gyro rotted in the hangar I didn’t want it to happen to this one. We made my gyro so custom to me when I was smaller it was not adjustable in the cockpit area. The pod was too close. I have gotten away with flying my whole life without ever wrecking so I’m counting my blessings. I still go to some fly-ins to see my friends like you. I been wrangled into being the air boss for Bensen Days the last two years. I might stop by sometime. Currently I’m injured and stuck in bed until I receive treatment from a neurosurgeon on the 29th. It’s the first step toward back surgery being the third step if the first two don’t work. Been out of work since July15 with two torn discs in my back.
 
Had to take my lap band out and gained all the weight back. I’m currently 292. Last time I flew pulled the stick back to flare and did anise wheel landing cause my belly didn’t allow full back stick. Please don’t say what most people who don’t have weight problem say. “Well just loose weight”. It’s not quite that easy. The gyro sat in the hangar for two years and I wanted it to go to a home where it would be flown and taken care of. My first gyro rotted in the hangar I didn’t want it to happen to this one. We made my gyro so custom to me when I was smaller it was not adjustable in the cockpit area. The pod was too close. I have gotten away with flying my whole life without ever wrecking so I’m counting my blessings. I still go to some fly-ins to see my friends like you. I been wrangled into being the air boss for Bensen Days the last two years. I might stop by sometime. Currently I’m injured and stuck in bed until I receive treatment from a neurosurgeon on the 29th. It’s the first step toward back surgery being the third step if the first two don’t work. Been out of work since July15 with two torn discs in my back.

I hope your back gets better Mike. Those kind of injuries suck. I was very lucky that I played Squash all the way to juniors national team back in late 80's and came out of it without having a single injury. I look back at that time and think hw did I get away with that. Pure luck
 
I hope your back gets better Mike. Those kind of injuries suck. I was very lucky that I played Squash all the way to juniors national team back in late 80's and came out of it without having a single injury. I look back at that time and think hw did I get away with that. Pure luck
Well I played American Football most of my life. I was in the Army. I did all kinds of things where I could have been injured and end up getting hurt by falling in the tub. Stupid doctors make you try all kinds of things that don’t work before they decide that you aren’t faking and decide to send you to a surgeon. Got a three step plan first step is nerve injection last step if all else fails is surgery.
 
I teach the procedures in the pilot's operating handbook for the aircraft I am training in.

M24C_FLIGHT_MANUAL_ISSUE-B_AUSTRALIA.pdf

From the M24C_AUS M24C FLIGHT MANUAL (Australian Pilots Operating Handbook)

4.10 ROTOR PREROTATION (Fig. 24) CAUTION: Keep the control stick fully forward until reaching 130 r.p.m. rotor speed.

1 - ALIGNMENT - runway alignment

2 - ENGINE SPEED - set at 1.800 r.p.m. CAUTION: A lower or higher engine speed may worsen the prerotation procedure performances.

3 - PREROTATION ENGAGING - gently operate the prerotation lever

(1). Keep engine speed at 1.800 r.p.m. CAUTION: The prerotation must be engaged in a gentle manner, without sudden movements of the lever (1), so as not to stress the system and avoid stopping the engine. At 130 r.p.m. ROTOR

4 - CONTROL STICK - Place the control stick (2) in takeoff position (rear limit stop).

5 - PREROTATION LEVER - Gently reach the limit stop while keeping a constant engine speed. WARNING DANGER: In windy conditions, or if the payload is light, it is possible that the gyroplane will lift up onto the tail wheel. If this occurs, the prerotation should be released and the stick moved forward to balance the gyroplane on the main wheels, some engine power should be applied to prevent the gyroplane from moving backward. The rotor rpm will continue to increase. When the rotor speed is equal or greater to 200 rpm, proceed as for take off. This should be practiced with an instructor before proceeding in these conditions AT LIMIT STOP OF PREROTATION LEVER

6 - ENGINE r.p.m. - Gently increase the engine speed until reaching 200 r.p.m. of the rotor. (standard prerotation). WARNING DANGER: The minimum rotor prerotation speed is 150 r.p.m. It is strictly forbidden to proceed with takeoff operations if the rotor r.p.m. is lower than the minimum value. NOTE: Under identical conditions, the length of the takeoff run depends on the rotor r.p.m. reached during prerotation. The maximum speed of the prerotation system is 280 r.p.m. The life of the prerotation system and its inspection frequency depend on the average rotor r.p.m. applied during the prerotation operation.

M24C_AUS M24C FLIGHT MANUAL . PAGE ISSUE B 70 December 2011 WARNING DANGER: it is not possible to reach the minimum rotor r.p.m. during prerotation, stop the operation and return to the parking area.

7 - BRAKES - release.

8 - RELEASE PREROTATION LEVER - once the rotor turns at 200 r.p.m., quickly release the prerotation lever.

WARNING DANGER: It is strictly forbidden to operate the prerotation lever (1) other than during the prerotation procedure.
I have always thought that the European models were lacking in the prerotation department. Poor design in my opinion. This design takes the taught skill of rotor management out of the equation. It basically makes it pull the trigger go to certain RPM rotate and go. In my opinion they have turned in into virtually a fixed wing. I think a gyro pilot shouldn’t be allowed to solo if he can’t get blades up without a prerotator. Just my opinion. Seems with all these new gyros it might be a lost ability soon.
 
Lucky enough to do the required minimum hours on an RAF 2000 then the rest of my gyro training on a Bensen without a prerotator.

Invaluable for learning basic rotor management skills.

I feel one should fly not by rote, but according to the circumstances, at the particular time, and location. Always remaining within your experience, skill set, and the capabilities of the machine.

There will always be items that require to be done in a particular sequence, according to the equipment being flown at the time. Certain planning for any unexpected eventualities... and, checklist items that need to be completed.

Memory can sometimes let one down, generally at the worst possible moment, and, most likely, one or some of these important steps can get lost when rushing.
 
Memory can sometimes let one down, generally at the worst possible moment

Last week I was doing a short local flight in my 912ULS powered aircraft when complacency and bad ADM bit me.

Shortly after leaving the traffic pattern, I noticed that my oil temperature was at 190F. The oil temp is usually about 180F.

In another couple of minutes the oil temperature was 200F. I turned toward the airfield and throttled back. The temp was now 210F. As I approached the Class D boundary I called the tower and reported the rising oil temperature. Oil temp was now 220F. The tower asked if I was declaring an emergency. I waffled my answer by requesting “expedited” landing clearance. Oil temp now 230F.

I'm on final now with the power lever pulled back almost to idle. As I do my final before landing checklist, I notice the brown knob, the oil heater knob, is pulled out.

I pushed the knob in and the oil temperature immediately started to drop. By the time I touched down, the oil temp was 200F and dropping rapidly.

My aircraft has a flapper that covers the oil cooler when the knob is pulled out. The purpose of this device is to shorten the time required to get to minimum oil temperature before exceeding 2500 rpm, and for winter flying.

I don't know what distracted me before takeoff, but I suspect this is almost the definition of “complacency.” I took a perfectly good airplane and put it, and myself, in danger by missing a simple item. That the oil heater knob is not specifically addressed in the checklist is not really an acceptable excuse. I have since modified my procedure to include this item, but there are many basic airmanship tasks we all need to execute during every flight.
1663776256314.png
 
Mike, Leigh and Jim...
It does my heart good to hear you guys say the same things I have been hammering for years here.
You of course are all more "well respected" and so maybe someone will read it and let it sink in.
I learned on a rig with no pre-rotator. It IS INVALUABLE to learn rotor control.
In my current situation flying from a towered international airport with one active runway I prespin to check everything, then stop the rotors.
I may be waiting at hold short for quite a while. When its my turn I always remind tower "i need to spin up, this may take a min"
Jim, on my last flight, as I was filling my tank I spilled some gas. As I cleaned up the over spill, I did for some reason forget to screw on the gas cap!
Flew for an hour with cap banging around by my shoulder...didnt notice it till I landed.
I was pretty pissed at myself for not being more careful.
Mike, just had a most excellent ride in an MTO Sport and on takeoff my gut got a good thump from the.pilot rotating the stick back. I get it.
Hope your back gets better.
Flying by rote vs. Flying by cicumstance...hmmm I wonder if theres a phrase we can condese that down to to get it through some peoples heads....
 
This looks like a lot like the Magni accident of N327JD, as has been noted above. Sadly the pilot had a major stroke at takeoff. Last I heard (late last year maybe) he had not fully recovered but was making good progress, but no flying for a while.

I was running the engineering team at Terrafugia at the time, N306TF had just landed a few moments before. It looked pretty bad, the test team was shaken up. The airport staff did a superb job of removing the pilot and getting him immediate care.

(First time post, apologies if I abused any protocols.)
 
No protocols abused, glad to hear airport procedures kicked smoothly into action and possibly saved the pilots life. Good job.
 
Mayfield - add that to your emergency check list. I find just writing a check list for emergencies will help identify what to look for in flight. May not even have to check the list if you took the time to write it and laminate it for when needed. The other area to check for if flying high altitudes is to make sure you readjust the mixture when descending.

Glad you were able to handle it and keep calm enough to make the approach to land safely. I bet you will know instinctively what to do if this happens again now.
Dave
 
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