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Hi Joe,
Sorry to hear about your engine troubles, but glad you're back on the
ground safe and sound.
I wonder if the BUR9EQ's would be a little safer as they seem to be
more fully enclosed? Is there an advantage to using the BR9EQ?
Bob W.
On Sat, 23 Dec 2006 20:15:55 -0800
"Joe Hull" <joeh@PilgrimTech.com> wrote:
> The weather today in the Seattle area was marginal for flying - but a nice
> hole opened around my home airport (KAWO) and I was there tinkering with the
> plane anyway (re-torqueing the prop)- so up I went. I did 4 touch and goes
> just for a wee bit of practice and then departed the pattern toward a bigger
> hole that would be legal to climb through VFR. I flew about 30 miles
> northwest of the airport out to the edge of the Puget Sound and enjoyed just
> being in the air. Power setting was about 4400RPM and I was loping along at
> a lazy 135kts. I turned around and headed back for Arlington and decided to
> ramp up the power to ramming speed - errr I mean cruising speed. In a few
> minutes I was cruising along at 170kts at about 5500RPM. Then all of a
> sudden BAM - the engine stumbled and RPM's dropped to 2300RPM. I
> immediately throttled back and switched tanks while turning toward the
> airport. Altitude was 3200FT (about 3000AGL) and I was maybe 7 miles from
> the airport. The engine was running real rough and wouldn't give me more
> than 2300RPM. Even with that little bit of power I ended up entering the 45
> to the pattern at about 800 above pattern altitude. It was pretty slow at
> the airport so I easily made a normal landing and was able to taxi back to
> the hanger under power.
>
>
>
> At the hangar I double checked everything I could from the cockpit - fuel
> pressure good at 36PSI, oil pressure good at 55PSI at 2300 RPM, MicroTech
> ECM showed "OK" for the size major areas it monitors. So, I shut it down and
> pulled the cowl. I pulled the prop through a number of times and it seemed
> that there was a couple places where I should have been hearing a "pop" in
> the exhaust but didn't. I also notice that there is a nice ding in the prop
> that is about an inch long - that wasn't there when I left (remember I'm a
> pusher).
>
>
>
> I got the engine compression gage and proceeded to take the spark plug out
> of the front rotor - top - BR9EQ-14. Hmmm - I don't remember there being a
> casing around the electrode - and why is that casing sliding? Apparently
> the casing around the electrode broke somewhere inside the sparkplug and
> into two halves long ways down the electrode. Each half slides freely up and
> down the electrode and even sticks out a little from the end.
>
>
>
> I put the compression gage on and it looks like I get 30-30-70 when I turn
> the engine over. I tried this several times and there is definitely a couple
> of places where it only goes to 30. So I double check the location of that
> ding in the prop - hmmm it's exactly even with the bottom of the exhaust -
> right about where an apex seal would come out.
>
>
>
> I put two new BR9EQ-14's in both rotors and did a quick run - 2300RPM rough
> is the best I could get.
>
>
>
> Some time this week I'll go up and yank the exhaust so I can see the apex
> seals - my guess is I'm missing at least one. Bummer.
>
>
>
> Joe Hull (getting tired of little surprises in the air).
>
> Redmond/Seattle WA, Cozy-Mazda Rotary 71hrs
>
>
>
>
--
N93BD - Rotary Powered BD-4 - http://www.bob-white.com
First Flight: 11/23/2006 7:50AM - 0.7 Hours Total Time
Cables for your rotary installation - http://www.roblinphoto.com/shop/
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