SAFA Skysailor Magazine

8 SKY SAILOR July | August 2021 nal DK had a three-way switch that did both jobs and, again, was easily to visually check. The one switch broke the circuit for the starter and made the circuit for the stop, making both safe. However, I found two switches to be simpler. Engines experience issues… My first motor, a DK, lasted 40 hours before having a bearing failure. With the next DK, the spark plug was not tightened at the factory and I did not check it, so it blew out and stripped the thread. The Helicoil repair worked for a long time but not after I changed the plug and the protrusion into the cylinder sometimes acted as a glow plug, giving me ignition too far in advance. That fault took me a long time to track down and required a few out-landings. The next engine, a MZ 100 had multiple problems. The head O-ring kept blowing out because of the drill placement for the decompression hole. The carburettor kept over- heating because there was no heat barrier between it and the barrel. The coil would fail when it got hot. I got used to engine failures and out-landings with that one too. The Parajet Macro had the fuel obstruction issue I wrote about earlier. In addition, the crankcase seal did not fit properly, the fuel pick up inner filter blocked – I did not even know there was a filter hidden in there – and the crankshaft broke. My current motor, the Nitro, had a starting problem until I got the higher voltage battery and the carby would sometimes leak under the needle so it would run rich erratically, but it always runs. It now starts and runs like a top, so perhaps my troubles are over. The lesson: Take heart, these engines can be troublesome. Clean fuel management Managing my fuel better has helped lately. If you use a funnel or hose to fill the tank, once the fuel film evaporates it leaves a slightly greasy surface because of the oil in the mix, and that greasy surface attracts dust and fluff. One solution is to the keep the funnel well wrapped, another is to use a fuel can with a spout stored within the can. Currently, I mix my fuel in batches in a five-litre jug. I shake any fuel and grott left in the bottom of the can into the jug, then measure the oil and fuel into the jug and filter it back through a ‘Mr Funnel’ into the can. (Mr Funnel is a trade name for a funnel that includes a filter. It is probably the best there is and is available online.) The fuel then pours directly into the fuel tank without further filtration. Period- ically, I siphon the fuel out of the tank to pick up anything that may be in the bottom of the tank. My tip for starting a jiggle siphon with not much fuel to jiggle in: Suck by mouth until the hose is nearly full. The valve will keep the fuel in the hose. Then quickly drop the end of the hose into your container and the siphon will start. If I am not planning to fly for a while, I siphon the tank out and run the carby empty. I have found two-stroke fuel evaporating in a carby leaves a residue. I have deliberately not written about pre-flight checks and such like. I think we know about them and hopefully do them well. The overall lesson Sooner or later, your engine will unexpectedly stop. When it does, firstly, and above all else, fly the aircraft. Then, land where your safe landing option always was – because if you fly these aircraft as you should, you will always have a safe landing option available. Finally, the answer to the question, “What if the engine stops?”, will be: “Nothing much.” But if the questioner already thinks you are mad, just tell them, “You come down.” And let their imagination do the rest. Powered Paragliding Engine Out: So What? Photo: Jeff Hoffmann