Received-SPF: softfail
 receiver=logan.com; client-ip=204.49.76.2; envelope-from=unicorn@gdsys.net
Message-ID: <003401c72a8f$416f94b0$3e4c31cc@main>
From: "Richard Sohn" <unicorn@gdsys.net>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
References: <list-1720851@logan.com>
Subject: Re: [FlyRotary] Re: Yet another limp home story
Date: Thu, 28 Dec 2006 08:48:31 -0600
MIME-Version: 1.0
Content-Type: text/plain;
	format=flowed;
	charset="Windows-1252";
	reply-type=response
Content-Transfer-Encoding: 8bit

Fiberglass tanks in gas stations are Vinil Esther. That is the only material 
that should be used for fuel tanks. I personally have switched to VE on any 
fiberglass work, for various reasons, this is one.

Richard Sohn
N2071U


----- Original Message ----- 
From: "Bulent Aliev" <atlasyts@bellsouth.net>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent: Thursday, December 28, 2006 7:28 AM
Subject: [FlyRotary] Re: Yet another limp home story


Jim,
Glad to hear everything turned out OK. Fiberglass debris clogging the
filters at the beginning is very common in composite airplanes. Don't
be in a hurry to blame the fuel. Most of the gas station tanks are
fiberglass. Make sure the interior of the tank is OK if you have
access port. Thanks for the detailed report.
Bulent "Buly" Aliev
FXE Ft lauderdale, FL
  http://tinyurl.com/dcy36


On Dec 27, 2006, at 11:15 PM, James Maher wrote:

> N11XD Forth Flight report
> The intent of this flight was to expand the flight envelope a bit  from 
> the previous flights where the aircraft was flown in the  center of its 
> envelope. This was also supposed to be the first  flight to retract the 
> landing gear after having repaired the up- lock release cable.
> It was a somewhat warmer day (mid 50’s F) than the past few  flights. By 
> the time I finished the run-up and was ready for  takeoff the coolant temp 
> was up to 110C but the oil temp was still  only 80C. Luckily I was told to 
> position and hold on runway 2 which  allowed the coolant to cool to 100C 
> before I was given takeoff  clearance. There was a 90 degree left cross 
> wind at about 10 knots  which, as soon as I broke ground caused the 
> aircraft to weather  vane to the left. It took lots of right rudder to 
> straighten it out.
> It was also very bumpy close to the ground.
> Climb out was 120 MPH at first and then increased to 130MPH to try  to 
> improve cooling.
> After leveling off at 2000 feet I headed east to the practice area.  The 
> coolant temp eventually came back down to 90C once in level  cruise and 
> the power was reduced.
> Once in the practice area I climbed to 3000 feet where the air  smoothed 
> out a bit and did a few clearing turns. There were a few  other aircraft 
> in the area but they were in transit away from the  practice area. Power 
> was reduced to begin some slow flight  maneuvers. Once the speed came down 
> to about 90MPH the aircraft  began to rock a bit and the controls became a 
> bit "softer". The  aircraft also began to descend slowly.
> This is all normal for a Delta.
> It was when I throttled back up that things began to be "not" normal.
> At full throttle the engine was only making about 50% power.
> Here we were, at 2800 feet and 110MPH, and slowly descending.
> I went into engineering mode trying to diagnose the problem.
> I switched from one fuel pump to the other and the power was  further 
> reduced so I went back to the first fuel pump selected and  full power 
> came back … for a little while.
> It then began to diminish again.
> I tried switching computers, no change.
> I disabled the injectors individually, first the secondarys then  the 
> primarys with no change.
> I pulled be throttle back and power came up a bit but not much.
> The engine was barely making enough power to stay aloft, but it was  still 
> making power, so I headed for my home airport about 18 miles  away.
> The air/fuel gauge was all over the place.
> At some point I switched to both fuel pumps and power came up a bit  more 
> so I climbed up a bit.
> I was looking for spots to land but there was not much inviting  territory 
> around.
> That area is pretty desolate which is why it is used for a practice  area.
> The engine was still running smoothly just not producing much power.
> At this power setting I was able to maintain level flight so I just  left 
> it there, not wanting to make it worse.
> At 10 miles out I radioed the tower that I was inbound.
> I was asked to report a right downwind for runway 2.
> At this point I was mentally preparing for a one shot landing as I  would 
> not have sufficient power for a go- around.
> Everything had to be just right.
> I still had a cross wind to deal with, but was reasonably sure the  plane 
> and I could handle it, if we made it back that far.
> The tower asked for a position report when we were 4 miles out.
> At this point I was thinking that we just might make it back in one 
> piece.
> There was another aircraft entering the airspace at about the same  time.
> The tower asked for another position report a few minutes later and  I 
> responded with 2 miles after hearing that the other aircraft was  3 miles 
> out. This way I got preference for sequence even though he  was landing on 
> the other runway. I entered a tight downwind and  reported upon turning 
> base. At that point I was cleared to land. I  had to fight a gusty 
> crosswind all the way down final approach but  managed to put it down 
> right on the first part of the runway. I was  then asked by the tower to 
> taxi all the way to the other end of the  runway before exiting. But I 
> didn’t mind.
> I was just glad to be back on earth without incident.
> The next day I went back to try to confirm my suspicions.
> During the summer I had a similar encounter with my car while  driving 
> back from the airport. On the highway in 5th gear the car  would only do 
> about 40MPH and about 2000RPM no matter how hard I  pressed on the 
> throttle. It turned out to be a partially clogged  fuel filter.
> So the first thing that I looked at on my Delta was the inside of  the 
> gascolator.
> Sure enough there was lots of debris in the bottom and on the screen.
> It looked sort of like little fragments of jello.
> After removing the fuel filter it was found to be severely restricted.
> I believe that the new auto fuel formulated with ethanol is causing  my 
> fiberglass fuel tank to slowly disintegrate.
> When this fuel tank was first constructed in 2001 leftover pieces  of 
> fiberglass samples were submerged in fuel to test its long-term  effects. 
> Those pieces are still in tact, but that was the old fuel  with MTBE.
> The fuel tank is being used to test the new formulation and it  appears 
> that it is failing.
> Next project … perhaps an aluminum fuel tank.
> Well back to the drawing board.
> Jim Maher
> (Dyke Delta N11XD 13B 4.1 hrs)
>


--
Homepage:  http://www.flyrotary.com/
Archive and UnSub:   http://mail.lancaironline.net/lists/flyrotary/


-- 
No virus found in this incoming message.
Checked by AVG Free Edition.
Version: 7.5.432 / Virus Database: 268.15.28/605 - Release Date: 12/27/2006 
12:21 PM