Learning to Fly Gyros

Tricky, but ultimately not as tough as I expected.

Angry Bird
George’s angry bird, a Magni M-16 gyroplane.

Earlier this month, I learned to fly a gyroplane.

It actually came about quite suddenly. My friend George owns a Magni M-16 gyroplane. It’s a funky little plane with an Angry Birds themed paint job. (In George’s defense, he bought it that way.)

I met George when he was at the airport where I was living for my frost contract in the Sacramento area. He was teaching another pilot, Jason, how to fly his angry bird. George took me for a ride that demonstrated the full range of the aircraft: low flight, slow flight, power-off flight, long landings, short landings, etc. It was a lot of fun.

Angry Bird
Who paints this on a plane? Too fun!

And a hell of a lot cheaper to fly than my R44 helicopter.

George is a CFI with multiple ratings: gyro, airplane, and helicopter. When I voiced some interest in learning to fly the gyro — hell, I didn’t have any real work to do during the day — we cut a deal to swap a certain amount of gyro time for a certain amount of helicopter time.

Then George went to Alaska to teach a 17-year-old kid how to fly a Piper Cub. He didn’t provide a return date. And when a week had passed and my California departure date appeared on the current calendar page, I figured I’d missed my opportunity.

Until I got a text message from George with an arrival time at Sacramento Airport and a request for a pickup. I met him on Sunday and brought him to the airport where I was living to fetch his car. Flight training began the next day.

Understand that I’m a helicopter pilot. I have about 3,100 hours of flight time as I type this. Just about all of my time is in R44, R22, and B206L helicopters. I don’t fly airplanes.

Although my wasband had a plane and offered me the controls on more than one occasion, I had absolutely no interest in flying it. It was a get-there plane — a plane designed to get from point A to point B. That’s not the kind of flying I like to do. I like to fly low and slow and see the world around me. If he had a Cub or a Citabria, especially if it had big tires for off-airport landings, things might have been different. But it was a Grumman Tiger, a pampered hangar queen that likely never saw a gravel runway or cruised just above stall speed through a canyon.

To me, getting there was not the point of flying. The journey mattered more than the destination. That’s why I became a helicopter pilot.

Autogyro vs. Gyroplane vs. Gyrocopter

I learned to fly an autogyro or gyroplane. These terms are pretty much interchangeable. Gyrocopter, however, is a trademark of the Bensen Aircraft company. Gyro is a good general use term that, for some reason, doesn’t sound as antiquated as autogyro.

Like helicopters, gyros are categorized by the FAA as rotorcraft. After all, they do have those big rotor blades on top that provide lift. But unlike helicopters, those rotor blades are not driven by the engine. Sure, you use a clutch to get the blades spinning prior to takeoff. But then you disengage the clutch and the blades are kept spinning by the forward motion of the aircraft, which is propelled, in the case of the Magni, by a pusher engine. You can learn more about how gyros fly on Wikipedia.

First Lesson

George started by getting me into the pilot seat, explaining how everything worked, climbing into the passenger seat behind me (which has controls but no instruments), and taxiing out to the runway. The weather that Monday morning was perfect — clear blue skies and no wind — perfect for learning to fly any aircraft. There was no traffic in the pattern. I couldn’t ask for better learning conditions.

At the end of the runway, he explained how to engage the clutch to get the blades spinning. At 100 RPM, I moved the cyclic stick into a neutral position. As the blades spun up, I added power. At about 170 RPM, I released the parking break, and we entered the runway.

“Full throttle!” George’s voice yelled into my headset.

I pushed the throttle forward and we gained speed as George aimed us down the runway.

“Release the clutch at 220!”

I consulted the digital tachometer and I released the clutch on cue. The blades kept gaining speed.

“Cyclic back!”

This was completely opposite to taking off with a helicopter, which requires you to push forward to get through ETL. I pulled it back a bit.

“All the way back!” George yelled.

I obeyed and the nose lifted off. Then we were airborne, wiggling a bit from side to side.

“Hold it at 60!” I did my best to adjust our pitch with the cyclic to climb out at 60 miles per hour. We climbed upwind.

“Turn!”

Downwind
Flying the downwind leg at Watts-Woodland Airport.

Right cyclic put me into a tight bank to the right. I came all the way around into a close downwind.

“Level off at 500 feet!”

I leveled the nose abeam midfield. We gained speed.

“Throttle back!”

I pulled the throttle back a bit.

“Twenty-nine inches!” George advised.

I adjusted the throttle to 29 inches of manifold pressure. The speed leveled off at about 85 miles per hour. By then, we were abeam the end of the runway and it was time to descend. I reduced the throttle and started my descent, slowing down as I did so. After all, that’s how helicopters descend.

“Stick forward, stick forward!” George yelled.

I pushed the nose forward into what seemed like a dive.

“Reduce throttle!”

I pulled back the throttle to about 25 inches. I pushed the cyclic right to turn base and line up with the runway for final, pulling back the stick again to slow down.

“Nose down, nose down!” George screamed.

I felt him push the stick forward. We were speeding toward the runway in what seemed to me like a nosedive.

“Cut throttle!” he yelled.

Before I could do it, he’d throttled all the way back to the lowest power setting. We were diving for the runway with no power. We crossed the road only 50 feet above passing cars.

“Line up with the centerline!”

I tried to line us up with the centerline, using the cyclic stick.

“Left pedal! Right cyclic! Nose down!

I was overwhelmed. The runway was rushing up toward us. Once again, I tried to flare.

“Not yet!” George yelled, pushing the stick forward again. “Five feet!”

I felt his firm grip on the controls as we continued to dive, now over the threshold. Right when I thought it was too late, he pulled the stick back gently, bringing the gyro into level flight over the numbers.

“Let it settle!” he yelled.

We drifted down toward the ground, still moving at at least 60 miles per hour.

“Okay, now flare!”

He pulled the stick back some more, bringing the nose up so we’d touch down on the main gear. Then the nose wheel touched and we were on the ground.

“Full throttle, full throttle!”

I didn’t get a chance to enjoy that landing before we were speeding down the runway again.

So this was the “touch and go” that airplane pilots practiced all the time. Despite the rotors spinning over my head, this was all new to me.

Training Continues

Each traffic pattern we did went pretty much the same. We were turning them in about two minutes. This video from the afternoon of the second day gives you a (shaky) idea of the process.

My two biggest problems were pulling the cyclic back on takeoff and pushing it forward on landing. Both were completely opposite to what I do in a helicopter. What I’d been doing for 3,100 hours of flight time. It wouldn’t be easy to break those muscle memory habits.

Penny and Maria
Penny and I relaxing at George’s hangar between flights. That’s George’s Mooney behind us.

My landings proved to be the biggest problem. You see, gyros can’t hover. (Well, they can hover if they’re in a strong enough headwind, but then again, so can an airplane.) They require forward speed to take off and land. And that’s where I was having the most trouble — landing while I was still moving. Remember, I’m a helicopter pilot and I’m generally not moving in any direction when I touch down on the ground. I wanted to flare, I wanted to bring the aircraft into a hover or at least slow down that forward movement before touching the ground. And I simply couldn’t stop myself from pulling the stick back.

We did a thorough preflight before the second flight on Monday. I learned what everything was, what it does, and how to check it for airworthiness.

We flew 2 hours on Monday, 2 hours on Tuesday, and 1.6 hours on Wednesday. The weather cooperated perfectly.

We took the helicopter to lunch on Monday to Nut Tree Airport and Wednesday to Sacramento Executive Airport. George flew. I even let him sit in the right seat. He was a good pilot and, even though I had the duals in, I felt no inclination to touch the controls. It was great to be a passenger in my own helicopter with a skilled, confident pilot at the controls.

Frustration and Breakthrough

Cache Creek Flyby
Cache Creek Flyby
Cache Creek Flyby
Cache Creek Flyby
Cache Creek Flyby
Some random still images from our gyro flight up Cache Creek. These are not cropped or retouched other than being resized for the web; it really was that green. I repeated the flight on Friday with my helicopter and got some stunning video.

Wednesday morning, we took a break from traffic patterns and did a low-level flight up Cache Creek with the GoPro connected. The video is as shaky as above, but still shots from the flight came out pretty good. Then it was back to the airport for more pattern work.

Wednesday is also when we made the breakthrough. I was flying like shit that afternoon and George was at peak frustration. I just couldn’t get the landings right, mostly because he kept yelling so many instructions at me during the last 15 seconds of each flight: left cyclic, right pedal, nose down, watch your airspeed, right cyclic, left pedal, watch the centerline, nose down. The rapid fire commands were overwhelming me and my brain was shutting down.

After one particularly rough landing, George called it quits for the day. As we taxied back to the hangars, letting the rotor blades spin down, he suggested that maybe I just wasn’t going to get it.

Later, over dinner, I asked him whether I was the first helicopter-only pilot he’d trained. When he realized that I was, that all of his other students had been airplane pilots, he started to understand my problem. Gyros landed like airplanes and I simply didn’t know how to land an airplane.

I asked him to stop yelling so many commands at landing. I told him my main problem was knowing when to flare and asked him to concentrate on instruction for that.

The next day, he had some things to attend to in the morning and then had lunch with another pilot. When we taxied out to the runway in the gyro, I reminded him about what I needed. We took off and started pattern work again.

It was different that afternoon. George stayed mostly quiet, letting me do everything and occasionally commenting on my speed or power setting or other aspect of the pattern flight. He even threw out a few words of praise when I made a descent he liked or set the power just right. He focused his instruction on the proper time and amount to flare for landing — rather than also bugging me about the centerline and staying in trim. There was no yelling.

I relaxed. I got us lined up with the centerline. I kept us in trim. And I was able to make one decent landing after another. I had gotten over the hump. I was proving that I got it by demonstrating that I could do it on my own.

We flew for an hour. George was pleased. Later, at dinner, as he was updating my log book, he debated whether he should sign me off for solo flight. But I think he wanted me to solo in his aircraft with a few more takeoffs and landings right before the solo flight. So he held back on the endorsement.

The next day, Friday, I had business in San Francisco. I was visiting a friend that I’d met seven years before online and had never met in person. We were going for a dim sum lunch just off Market Street. I planned to fly the helicopter to Concord by way of Napa Valley and walk to the BART station, dropping Penny off for grooming and doggie day care along the way. A quick train ride into San Francisco, time spent with an old new friend, some shopping, and then a return to Woodland. The day went off as planned, but I didn’t get in until after 5 PM and I was exhausted after walking more than 5 miles on city streets.

George and I had dinner together when I got in. He came back to the mobile mansion to watch the video I’d shot with my GoPro’s nose mount. We tried to figure out why that video was rock solid while the video from the same camera mounted on his gyro’s mast was so shaky.

Solo Flight

Saturday morning, we headed out for another lesson. George was pretty quiet. I flew. When I made my third landing and began to throttle up, he pulled the throttle back.

“I’m going to get out,” he said.

I realized that solo time had come. “One more,” I begged. I pushed the throttle forward and I made yet another good takeoff, pattern, and landing. There was no excuse to put it off any longer. I taxied off the runway to the intersection and let the blades spin to a stop. George got out.

“Are you going to watch?” I asked.

“I’ll probably head back to the hangar,” he replied.

I taxied away, trying to remember everything I needed to know to spin up the blades, take off, do a pattern, and land. I was expected to do three patterns.

I made my radio call and launched down the runway. The gyro responded quite differently with just one person onboard, shooting into the sky quicker and easier than I thought possible. It wasn’t until the second pattern that I figured out how to set the power properly for solo flight.

I was high and hot when it came time for the first landing. I really did dive for the runway, cutting power to just above idle when I was over the road. Down, down, down — I caught myself pulling back on the stick and pushed forward again. I could see George still standing where I’d left him, watching me as I touched down remarkably smoothly. Then full throttle to take off for the second trip around the pattern.

The second landing was a bit rougher, but certainly acceptable. I’ll do better on the next, I told myself. And I did. I touched down lightly, right in the middle of the runway, at what seemed like a jogging pace. So slow, in fact, that I was able to exit the runway at the first turn.

I taxied toward where George was still waiting and he snapped a photo.

Solo Flight
George snapped this photo of me as I taxied off the runway after my first solo flight.

I’d soloed in a gyro after just 7 hours of training.

Ready for Rating

Because the gyro is a light sport aircraft and because I already have a rating for another aircraft in the same category (rotorcraft category, helicopter class), George says I can get a sport pilot rating for the gyro by taking a check ride with another gyro CFI. The trick is to find one of those. In the meantime, since George flew the helicopter down to San Carlos and back with me later that day, he owes me another 2 hours (or so) in the gyro. So I’ll need to come back to California to collect on that debt — if not in May, then perhaps in August or September. (With luck, I’ll overfly it and owe him some more helicopter time so he’ll have to come up and visit me to even things out.)

In general, George was a great instructor. Why? Because he barely touched the controls at all. He yelled instructions and I followed them to the best of my ability. He’d let me get in trouble and then yell commands for me to follow to get out of trouble. The only time I ever felt his hands on the controls was when I was in trouble so deep that I needed help getting out of it. And that was rare after our first two hours of training.

As for my outlook on fixed wing aircraft — well, that’s changed a bit. Now that I know how to land while I’m still moving, airplanes are a tiny bit more interesting to me. But what’s really interesting is this little bird. Maybe I’ll add a seaplane rating someday soon.

More about Drones

Once again, no one is thinking about helicopters.

An aviation friend of mine, Rod, posted a note on Facebook titled “The Drone Industry Should Play by the Rules, or Help Change Them.” I’m not sure if you need to be logged into Facebook to read what he posted, so I’ll just echo it here; I do urge you to read and comment on it there if you can and have something to add to the discussion:

Look folks, I’ve got no problem with drones operating outside the National Airspace System. (i.e. below 400 feet.) 

But if this innovative industry wants to conduct business in the NAS, you should have to play by the same rules as manned systems and certify the operators, the components, and the systems to the standards required by law.

If you don’t like the regulations that currently govern how the NAS is managed, help get the laws changed and deregulate aviation.

If you, like Rod, think that the national airspace system starts at 400 feet AGL, you need to read “Busting Myths about the FAA and Unmanned Aircraft” on the FAA website.

I asked where the 400-feet number comes from, pointing out that I’m authorized by the FAA to operate under Part 135 as low as 300 feet with passengers on board. He linked to an article on Politico about a lawsuit pending by the FAA against an “aerial anarchist” who uses a styrofoam plane for commercial aerial photography. From that article:

The FAA has never officially regulated model airplanes or small drones. The closest it has come was an “advisory” issued in 1981 that created a set of voluntary guidelines for model aircraft: stay within the line of sight, do not fly within three miles of an airport, do not fly a model airplane higher than 400 feet.

The article makes interesting reading, although it entirely misses the point of my problem with the kind of RC aircraft that are becoming more and more prevalent among amateur “drone pilots.” My problem has to do with the operation of these devices in areas where I fly, which can be within 400 feet of the ground, causing a nearly invisible hazard to me and my passengers.

As a helicopter pilot, I have no minimum flight altitude for my Part 91 operations — including aerial photography/videography, cherry drying, frost control, animal herding, wildlife survey — the list goes on and on. Part 91 allows me to fly as close to the ground as I need to (as long as I don’t create a hazard to people and property on the ground, of course). These are legitimate and legal low-level helicopter missions that often keep me within 100 feet of the ground. As previously mentioned, even my Part 135 operations allow me to operate as low as 300 feet above the ground.

Phantom with GoProThe Phantom 2 Quadcopter with a GoPro Hero attached. This aircraft can weigh nearly 3 pounds. How’d you like to get hit on the head with that dropping from 400 feet?

Imagine this scenario: I’m drying a cherry orchard and a local photo hobbyist decides to take out his Quadcopter with GoPro to get some footage of me or another cherry drying pilot in action. He keeps a respectable distance but is not prepared when one of us suddenly lifts up away from the trees and moves to another orchard. We don’t see him — we’re focused on our work and the location of other helicopter traffic — and one of us flies right into him. The helicopter’s cockpit bubble is smashed or the main rotor blades are damaged or, worse yet, the tail rotor is taken out and the aircraft crashes to the ground. Who’s right or wrong here? The drone is operating under 400 feet and at least 3 miles from the airport, so he’s “legal.” The helicopter pilots are performing a mission that we’ve been doing for years, relying on proven safety measures and radio communication to avoid obstacles and other traffic. Are we supposed to keep an eye out for amateur RC aircraft operators, too?

My aviation friend, Rod, suggests that drone operators should “help get the laws changed and deregulate aviation.” Does he really want aviation deregulated? Does he really want a free-for-all by anyone with a few hundred dollars to spend on an RC aircraft to fly it wherever they like for whatever purpose they desire?

Doesn’t he realize that it’s only a matter of time before they stray up into his previously safe airplane altitude?

Quadcopter
The Phantom Quadcopter is small and white, less than 14 inches wide. I’ve seen birds bigger than that.

And what are helicopter pilots supposed to do? How do you think I feel worrying that any one of my flights could be ended by a collision with an RC aircraft piloted by a hobbyist with a new toy who doesn’t care about the rules or safety? Someone who mistakenly thinks it’s my responsibility, while cruising at 80 knots, to keep an eye out for his toy? Something that might not much larger than a Frisbee?

And make no mistake about it: an impact on a main rotor blade or tail rotor could disable my helicopter and cause a crash.

What would I like to see? Here are a few suggestions for the operation of unmanned radio or computer controlled aircraft:

  • Limit amateur/hobbyist operations to designated RC aircraft fields that are marked on aeronautical charts.
  • Require professional/commercial operators to receive training and pass tests established and overseen by the FAA.
  • Require professional/commercial operators to publish NOTAMS whenever an operation outside an RC aircraft field is conducted.
  • Require all operations to be conducted with a spotter to keep an eye out for full-sized aircraft operating in the area.
  • Limit all operations to altitudes below 300 feet AGL.

I firmly believe that these aircraft, when operated by amateurs, are a danger not only to other aircraft but to people on the ground. There have been numerous crashes in populated areas, including one in Manhattan, and even a death attributed to a crash. How long will the FAA wait before it steps in and properly regulates these aircraft? These aircraft are proliferating at an alarming rate. As a pilot and property owner, I’m starting to get tired of worrying about the consequences of a careless operator’s actions.

And no: deregulating is not the answer we need.

February 26, 2014 Update: The FAA has spoken.

My Helicopter is NOT a Birdhouse

Or is it?

Like I did the past four summers, this May I parked my helicopter outdoors at an ag strip — a simple runway used by crop-dusters — near the RV park where I begin my summer work season in Quincy, WA. (My first season here, in 2008, I managed to get a hangar at Quincy Airport.) My “helipad” is a concrete tie-down pad, created long ago when the ag strip was busier and was home to more airplanes.

These days, the strip is home to just one crop-duster, a yellow turbine biplane that barely fits inside a big hangar on the strip. That airplane’s predecessor was parked, partially disassembled, on the concrete pad in front of mine, tied down with frayed ropes. Its big radial engine had bled out its oil reserve years ago, leaving a grimy patch on the pavement that had absorbed dust and dirt and small pebbles throughout the years. Last year, part of its tail section was taken away. What remained was broken and forlorn, a sad reminder of what might have been a glorious past, its bright yellow paint faded and dirty from a long spell in purgatory outdoors.

Parking at the Ag Strip

Over time, birds had built nests inside its wings. They’d done this long before I arrived in 2009; I saw them come and go right from the first day I was there. Bits and pieces of straw stuck out of odd places. A bird would perch on a strut or cowling, then disappear into the airframe. I watched them while I was warming up my aircraft for a flight, or when cooling down at the conclusion of one.

The plane was still there when I arrived this May. But a few days later, I saw a flatbed trailer working near it. And then, one day, it was gone.

I hoped it was going to a new home, someplace where it would be rebuilt and would return to the sky.

Birds in the Fan Scroll

I was in Phoenix later that month, dealing with personal business, when my phone rang. It was the owner of the ag strip, Randy, who also flew the turbine crop-duster in the hangar. He’d never called me before. I didn’t even know he had my number.

“What’s up?” I asked him after we exchanged greetings.

“I’ll let Dalton explain,” he said.

I think my blood pressure must have jumped up a few points. Dalton was Randy’s ground guy. He spent a lot of time tearing around the strip on an ATV, running between the hangar and the refueling area and chemical loading area. I imagined him having some kind of mishap that involved the helicopter.

“I saw some birds flying in and out of the back of your helicopter,” Dalton told me. “When I looked in there, it looked like they were building a nest. I covered it up so they couldn’t get back in,” he finished.

Okay. A bird nest. Not something I wanted to deal with, but at least it wasn’t some sort of accident that involved the helicopter’s airframe. I thanked him for keeping an eye on things for me and for covering it up. I told him I’d be back in a few days and we hung up.

It made sense, when I thought about it. With the big biplane gone, a lot of birds were homeless. They moved to the closest replacement — my helicopter.

Nest in the Fan ScrollWhen I returned, I found the fan scroll cowl covered with cloth that turned out to be two old coveralls. I pulled them off to find a mess in the back end of the helicopter. Birds had flown between the fins on the fan scroll cowl (consult photo above) and had brought all kinds of hay and twigs. They’d left nesting materials inside the cowl and inside the fan itself. And there was a ton of bird poop.

What a mess!

I returned to my RV to fetch my battery powered screw driver, some hot water, and some rags. Then I got to work. First I removed the two screws holding in one of the fan cowl fins and attempted to remove all the material by reaching in. It soon became obvious that that simply wouldn’t work. So I removed the entire cowl — which involved removing about 20 screws — and began scooping out the junk I found. It took quite a while; there was an amazing quantity of the stuff. I wiped up as best as I could with the water and rags.

By then, Randy and Dalton had come by to chat. They told me to use the hose in the hangar. So I carried the filthy cowl into the hangar and cleaned it as well as I could with the hose and a brush.

Plastic over Fan CowlWhen I was satisfied all the nesting material was out and the cowl was as clean as I’d get it, I put it all back together. Then I used plastic bags to cover up the fins so birds couldn’t fly back in there. That would have to protect it until I flew again.

I should mention here that I opened all the inspection doors and looked carefully throughout the interior of the cowling to make sure that was the only nest they’d built. I admit that I was surprised that they hadn’t built anything in the main inspection area, near the upper sheave, beneath the hydraulic reservoir, or under the main rotor gearbox. I tapped on the mast cowling and tailcone in an attempt to scare out any birds that might be in there. Nothing. Not any other trace of birds anywhere.

What a relief.

Flying an Aging Aircraft

I started doing a lot of flying a few days later — charter flights, mostly. I removed the plastic bags, preflighted thoroughly, and saw no other sign of birds. When I flew, everything seemed fine.

Well, I did notice that the engine seemed to run a little warmer than usual.

The cylinder head temperature gauge has a little tick mark about 2/3 from the top. In the 8 years and 1600 hours I’ve flown the helicopter, temperature in flight is usually right around this line. It might be slightly to the left (cooler) on a cool day and slightly to the right (warmer) on a hot Arizona day. I’d never seen it to the right of the line in Washington state — it simply didn’t get hot enough. Yet that spring the temperature consistently reached and edged slightly past that line.

The engine was running warm.

At the same time, I noticed that the engine was warming up a bit quicker than usual. I figure it was because outside temperatures were pretty warm. That would also explain why it took a bit longer to cool down.

I also noticed a slight decrease in performance — I simply couldn’t maintain the 110 knots cruise speed I’d usually gotten when flying light. That could have something to do with the accumulation of dust and bird poop on the top of the main rotor blades. I cleared it off as best as I could as often as I could. I also figured that the performance issues might have something to do with engine compression; I’d learn more at its next 100 hour inspection.

Hell, my helicopter was getting old. Little changes like this were bound to happen.

Overall, however, the helicopter ran smoothly without any problems. I did numerous charter flights and numerous cherry drying flights without any problems whatsoever.

I did also notice some fresh bird poop on the fan scroll cowling, but regular examination of the area failed to show any trace of bird habitation. I figured that the birds just liked perching and pooping there with their old biplane home gone.

I should have known better.

The 50-Hour Inspection

I dried 73 acres of cherry trees yesterday morning. Afterwards, I landed at Wenatchee Airport, waiting for more expected weather to move in. I had just 2 hours left on my Hobbs meter before I’d need a 50-hour inspection. A 50-hour consists of an oil change with a filter change plus the removal of the spark plugs for inspection and cleaning.

When it became obvious that weather wasn’t moving in anytime soon, I figured I’d get the 50-hour inspection taken care of while I was there; more rain was expected the next day and I didn’t want to overrun the inspection time. I ran up the engine and repositioned the helicopter in front of Alpine Aviation’s hangar. While I was driving down into Wenatchee to fetch a case of oil, the excellent mechanics there would drain the helicopter’s oil and start working on the plugs.

Bird NesI was gone about 45 minutes. (I admit I also stopped at Dairy Queen for a chocolate shake.) When I returned with the oil, I saw a bird nest, complete with pale blue eggs, on the floor in the hangar.

I put the case of oil down and looked up at the ceiling. “Did this blow off the roof or something?” I asked Mike, who was working nearby.

“No,” he replied. “Cass pulled that out of your helicopter.”

I stared at him. “You’re kidding.”

But Mike wasn’t kidding. “He’s got quite a mess to clean up.”

I went outside to take a look. The left side panel was off and the panel that normally hid the top half of the engine was also off. Cass was pulling bits and pieces of straw off the engine’s cooling fins.

Nest on my Engine“I got a picture of it,” he told me. On his phone, he showed me a photo of the engine with hay stuffed into the area on top of it.

“Both sides?” I asked.

“Mostly this side,” he assured me. “But it’s in the oil cooler, too.”

He spent an extra half hour with a shop vac and compressed air, cleaning the nest out of the engine compartment. Mike waited until he’d gotten most of it out before pulling the plugs on that side.

As you might imagine, I was troubled by this. A preflight inspection should find problems like this. But mine hadn’t. The nest had obviously been in there for some time — perhaps a month or more. It was probably causing the warm operating temperatures I’d noticed. (With luck) it could be causing the dip in performance, too.

Fortunately, it hadn’t caused a fire.

I talked to Cass about it. He assured me that there was no way I would have spotted it on a preflight. He had to remove two panels — both of which were secured with screwdrivers — to see the nest. This is not something that’s done on any kind of standard preflight inspection. And since the temperature and performance issues I’d noticed were not substantial, there was no reason to go beyond a standard preflight inspection.

Lessons Learned

A few lessons can be learned from this experience:

  • If an aircraft is left outdoors, in an area known for bird nesting activity, a preflight inspection should include a search for any bird activity at all. Poop is a good indication of bird activity.
  • If an aircraft you’ve been flying for years suddenly shows any change in gauge readings or performance, it could indicate an issue that needs to be found. Look beyond a preflight inspection; think about what could have changed since you noticed the different readings.
  • A preflight inspection cannot uncover all problems with an aircraft. It’s limited by what you have access to when you make the inspection.

Knowing all this, would I do anything different? Yes. The next time I see a change in the helicopter’s gauges or performance, I’ll follow up with a mechanic. I may have been lucky this time; I might not be so lucky next time.