X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao104.cox.net ([68.230.241.42] verified) by logan.com (CommuniGate Pro SMTP 5.2.13) with ESMTP id 3578707 for flyrotary@lancaironline.net; Sun, 12 Apr 2009 23:10:14 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.42; envelope-from=rv-4mike@cox.net Received: from fed1rmimpo01.cox.net ([70.169.32.71]) by fed1rmmtao104.cox.net (InterMail vM.7.08.02.01 201-2186-121-102-20070209) with ESMTP id <20090413030937.GUAF16134.fed1rmmtao104.cox.net@fed1rmimpo01.cox.net> for ; Sun, 12 Apr 2009 23:09:37 -0400 Received: from wills ([68.105.85.56]) by fed1rmimpo01.cox.net with bizsmtp id er9a1b00e1CvZmk03r9dv4; Sun, 12 Apr 2009 23:09:37 -0400 X-Authority-Analysis: v=1.0 c=1 a=O-NgEC7ukE4A:10 a=aL-mqb72FDMA:10 a=WrMfpB0aAAAA:8 a=N8B9JuSIAAAA:8 a=GteSWuSylZE0Qvms_rkA:9 a=M8ezZaFFxjydUz4VQgTEhognllcA:4 a=oltf0pfCdT4A:10 a=1Erk4P5SMDsA:10 a=pGLkceISAAAA:8 a=Ia-xEzejAAAA:8 a=J3zu2pXtVbT93ko9k5AA:9 a=eVPoXmidgpOnjsuRHigA:7 a=76blizzr6VcT6Z_yzlYcNxau1tYA:4 a=AfD3MYMu9mQA:10 a=MSl-tDqOz04A:10 a=EzXvWhQp4_cA:10 X-CM-Score: 0.00 Message-ID: <0AF9F520B1004C9BB73592076FEEA1A5@wills> From: "Mike Wills" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: Gary Casey was [FlyRotary] Re: Rotary Engines Date: Sun, 12 Apr 2009 20:09:34 -0700 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_00A7_01C9BBAA.98FCAB60" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.5512 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 This is a multi-part message in MIME format. ------=_NextPart_000_00A7_01C9BBAA.98FCAB60 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Dave, I think you have a higher tolerance for inflight faults than the = average pilot. :-) I disagree with your comment that these are non-incidents. A = non-incident is when you fly and nothing breaks. I flew an RV-6A with a = 160 Lyc for several hundred hours over 4 years, incident free. The stuff = you noted below may not have required a precautionary landing or = resulted in a forced landing, but they were failures none the less. Mike Wills RV-4 N144MW ----- Original Message -----=20 From: David Leonard=20 To: Rotary motors in aircraft=20 Sent: Sunday, April 12, 2009 6:32 PM Subject: [FlyRotary] Re: Gary Casey was [FlyRotary] Re: Rotary Engines Well, now you are getting into non-incidents. That list is = inexhaustible. On Sun, Apr 12, 2009 at 5:15 PM, John Slade = wrote: Here's a few for the list, Mark, 1. Stock turbo bearings collapsed & took out apex seal. Flew home at = reduced power. I have burned out 2 turbos. The first caused precautionary/urgent = landing at an airport pending shutting off fuel flow to the turbo. The = second, I flipped a turbo oil shut off switch and flew 1000NM to get = home. 2. Fuel filer (sinstered bronze) looked clean but was restricting = fuel flow. Flew home on other tank. Had a fuel pump die in flight, switched to the other and kept flying. 3. Bad / intermittent contact on ignition timing sensor made engine = run rough. Landed normally and repaired. I had a bad injector enable switch causing rough running during some = phase one flying (after major change)... landed normally 4. Turbo hose blew off on take-off. Returned to land at reduced = power. John=20 Been there, done that. Also: Forgot to re-connect fuel return line in engine bay after doing some = work. dumped a couple gallons of fuel onto the running engine until I = smelled gas and shut down the engine.. (never left the parking space - = but it could have been really bad. Cracked alternator mount bracket found on pre-flight during phase one = testing. Would have lost cooling and alternator if it happened now. PSRU sun gear pin broke from a backfire during run-up. Was able to = taxi back but would not have been able to fly. This is good - broke a coolant line in flight and smelled coolant... = landed at nearby airport and taxied up to restaurant with steam spewing = out of the cowl. Me and my buddy calmly walked into the restaurant and = had breakfast. Afterward, we borrowed some tools and fixed the coolant = line. Went back into the restaurant to ask for 2 pitchers of water to = put in our plane. Continued ski trip to Mammoth. The end. --=20 David Leonard Turbo Rotary RV-6 N4VY http://N4VY.RotaryRoster.net http://RotaryRoster.net ------=_NextPart_000_00A7_01C9BBAA.98FCAB60 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Dave,
 
 I think you have a higher = tolerance for=20 inflight faults than the average pilot. :-)
 
 I disagree with your comment that = these are=20 non-incidents. A non-incident is when you fly and nothing breaks. I flew = an=20 RV-6A with a 160 Lyc for several hundred hours over 4 years, incident = free. The=20 stuff you noted below may not have required a precautionary landing or = resulted=20 in a forced landing, but they were failures none the less.
 
Mike Wills
RV-4 N144MW
----- Original Message -----
From:=20 David=20 Leonard
Sent: Sunday, April 12, 2009 = 6:32=20 PM
Subject: [FlyRotary] Re: Gary = Casey was=20 [FlyRotary] Re: Rotary Engines

Well, now you are getting into non-incidents.  = That list=20 is inexhaustible.

On Sun, Apr 12, 2009 at 5:15 PM, John Slade = <jslade@canardaviation.com&g= t;=20 wrote:
Here's=20 a few for the list, Mark,
1. Stock turbo bearings collapsed & = took=20 out apex seal. Flew home at reduced power.
 
I have burned out 2 turbos.  The first caused = precautionary/urgent=20 landing at an airport pending shutting off fuel flow to the = turbo.  The=20 second, I flipped a turbo oil shut off switch and flew 1000NM to get=20 home.
 

2. Fuel filer (sinstered bronze) looked clean but = was=20 restricting fuel flow. Flew home on other tank.
 
Had a fuel pump die in flight, switched to the other and kept=20 flying.

3. Bad / intermittent contact on ignition timing = sensor=20 made engine run rough. Landed normally and repaired.
 
I had a bad injector enable switch causing rough running during = some=20 phase one flying (after major change)...  landed normally

4. Turbo hose blew off on take-off. Returned to = land at=20 reduced power.
John=20
 
 
Been there, done that.
 
Also:
Forgot to re-connect fuel return line in engine bay after doing = some=20 work.  dumped a couple gallons of fuel onto the running engine = until I=20 smelled gas and shut down the engine.. (never left the parking space - = but it=20 could have been really bad.
Cracked alternator mount bracket found on pre-flight during phase = one=20 testing.  Would have lost cooling and alternator if it happened=20 now.
PSRU sun gear pin broke from a backfire during run-up.  Was = able to=20 taxi back but would not have been able to fly.
 
This is good - broke a coolant line in flight = and=20 smelled coolant...  landed at nearby airport and taxied up to = restaurant=20 with steam spewing out of the cowl.  Me and my buddy calmly = walked into=20 the restaurant and had breakfast.  Afterward, we borrowed some = tools and=20 fixed the coolant line.  Went back into the restaurant to ask for = 2=20 pitchers of water to put in our plane.  Continued ski trip to=20 Mammoth.  The end.

--
David Leonard

Turbo Rotary RV-6 N4VY
http://N4VY.RotaryRoster.nethttp://RotaryRoster.net
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