Hi Al,
I am going to put the isolation diode in
the circuit as you suggested – but will probably leave the switch in
(easier for one thing). Yes, you had the engine running and fortunately
no serious damage to prop or control surfaces, but I’ll bet you soiled
your underwear quicker than I did - when that door came off {:>).
I considered your “malfunction”
potentially much more serious and I certainly didn’t have a sudden noise
increase – in fact, just the opposite. So I vote for your incident
as the “incident of the day” with mine a close second.
Hope it doesn’t take you long, I
know everyone is wondering why the latches failed to hold the door this time
when it had before. I know you are as well.
I’ve had my canopy come open on two occasions.
Once when distracted during run-up I simply failed to run through my check list
and took off with it unlatched – it popped open approx 4-6” (a tilt
forward type) and other than the scare from the noise of little
consequence. Climbed to altitude with it open, pull back to above stall,
lower flaps and was able to grab the handle and pull it closed.
The second time a link came loose because
I had thought the length of the rod would make it impossible for it to unscrew
from the fitting on each end – turns out I was wrong, so put jam nuts on
it and no more problem.
Hope to see you at the next Texas Round
up.
Ed
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Al Gietzen
Sent: Wednesday, June 03, 2009
2:49 PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: Incident
No. 5119
Ed;
Interesting report. My thought is
to do away with that Bat/Alt switch. I think it highly unlikely that an
alternator failure will cause battery drain via the ‘B’ lead; but
if you are concerned, add an isolation diode.
I think you clearly topped my
‘incident’. My engine was still running, and the plane still
flying. The thing is; mine is going to be a hell of a lot more difficult
to repair.
Al G (still have 0 glider time)
-----Original Message-----
From: Rotary
motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Ed Anderson
Sent: Wednesday, June 03, 2009
7:17 AM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Incident No.
5119
Certainly not trying to
“TOP” Al’s door incident – by the way, good airman ship
and decisions, Al! Glad the damage was no worst that it was.
But several folks who
were not at the Texas Round up have asked about the “Ed’s
Incident”. For those of you who were at the roundup, you will
probably want to skip this repeat.
Incident No. 5119
One the way to Texas I had an incident that ended up in with me and
aircraft making a 7 mile engine-out glide into Craig Field (Selma, Alabama).
Again – NO! It was not fault of the engine or even the subsystems.
But, the complete answer is not provided until after my litany of the
conditions and symptoms – can you figure it out?
I took off on Thursday AM
planning on stopping in Mississippi
to join up with Charlie England and Tracy. After spending the night
there, we all three would head for Texas.
But, the weather (as you are aware) has been laying over the southeast for days
with rain and more rain – but I launched into it anyway as past Atlanta, GA
things were forecast to improve..
Other than dodging lines
of clouds and a bit of scud running, but not much, I landed at Alexandria City
to the southwest of Atlanta,
GA to take on fuel. I then
climbed back in and fire it up and took off.
I noticed that during
climb-out the engine would occasionally miss and thought the fuel might have
had a bit of water in it, but was not really concerned. So I fly on for
approx another 45 minutes and had just passed Selma,
Alabama and old Craig Air Force base, and
turned west toward Mississippi,
when more symptoms began to occur.
It started to act like a
case of SAG (fouled spark plugs) where the rpm will drop a bit – not
dangerous - just nerve racking. But, shortly things began to go beyond
the SAG symptoms, so I though I might have an injector problem (like one
sticking open or not opening at all). Since our injectors are in pairs, I
tried turning off one figuring if things got better, then that pair might have
a bad injector.
So I turned off one pair
and sure enough the symptoms abated a bit (more on this later) so I figured I
had a bad injector in that pair. To be certain I turned this
“bad” pair back on and turn off the “good” pair expecting
the symptoms to really get bad as I would now be running on only the
“bad” pair – much to my surprise when I turned off the
“good” pair – the symptoms also abated. So that
indicated it was not an injector problem – but what?
About this time, I decided
to turn the aircraft back around toward Craig Field and dodging clouds headed
back with the engine progressively getting worst. It appeared to be a fuel
problem (and while that is ultimately the subsystem affected - it was not the
root cause). The fuel pressure was ranging from zero to 80 psi, other
electrical things were also misbehaving. I check the voltmeter thinking
perhaps the alternator had died – but it showed 14 volts. So back
to the fuel system.
Finally, the
engine just stops with the prop standing still - like a hood ornament,
I’m at around 4500-5000 MSL at this point having lost some altitude
dodging a cloud (good old GPS just kept pointing to Craig Field). At that
time I am 7 miles out from Craig Field at 4500 msl with at stopped prop, a
crippled seat cushion and a dry mouth. Yes, I know I’ve been there
before, but I don’t think you ever get “use” to it. I
recalled thinking things just can’t get worst when they very shortly and
suddenly - did.
I keyed the radio and
made a call to Craig Field at 4 miles on the GPS (I’m starting to get
good at this) but before I could get their reply, I heard a “CLANK” (without the engine running you can hear
things like that) like a relay springing open (it was) and the entire
panel goes dead!!!! No radio, no engine instruments, not even a
stinking LED was lit – only the battery powered GPS. Can you spell
“total electrical failure?” Talk about a lonely feeling
– amazing how comforting having lights on and radio – you could
almost convince yourself this was just a practice engine-out landing, but not
when the panel goes dark. No engine gauges, no radio, nada!
Well not being one
inclined to panic (but I seriously considered it for a moment {:>)), I
continued toward Craig field – I mean like there were lots of other
alternatives. Well Once again I found myself in the “fortunate
position” of being too high, too much altitude. So I put in 40 degs of
flaps to steepen my rate of descent. But, then I decided this time that rather
than do the 360 I had done on a previous Incident to lose
“excessive” altitude, I would try to glide - a more or less -
regular traffic pattern.
However, I neglected to
remember to retract the flaps. So I found myself on the downwind around
mid-field at pattern altitude (which felt normal) until I suddenly realized
that you CAN NOT maintain that pattern altitude without an engine!!! Duh!
I knew I could never make
it to the far end of the runway before turning base (toward the runway), so I started
my turn immediately, to make matters a bit worst - I had been paralleling the
runway on the downwind leg a bit too close – must have been the
comforting feeling of being close to safety. This position naturally
required a tighter turn and as I turned I saw I was likely to miss the runway
and land in the grass. So I though I need to steepen this turn further (this is
called COFFIN CORNER), but fortunately glanced at my airspeed indicator to see
it only registering 80 MPH and my rate of descent (normally 400-500 feet per
minute) up to over 1000 feet per minute. The seat cushion suddenly vanished
from this universe.
But the REAL
danger in this situation, as you all know, is your airspeed gets low, you are
in a steep bank which greatly raises the stall speed - meaning at 80 mph
you are close to a stall in a steep turn while your are not in straight and
level. So I immediately straighten out of the turn – the little
voice saying “better to land in the grass than get their concrete runway
all messed up”. So the immediate danger of a stall was adverted,
but I was still pointed toward the ground with a sink rate twice as high as
normal (and I’ve manage a few hard landings even with a normal sink
rate).
The hardest thing to do
when you are sinking at a 1000 fpm a couple hundred feet above the ground (with
your nose already pointed at the ground) is to push the stick forward steeping
the dive even more. But, I manage to do that and picked enough air speed
and energy to flair to a nice touch down – not even a bump.
I’ve always been amazed at what total concentration does to improve you
landing {:>).
Rolled to the end of the
runway and had energy to roll off onto the taxiway. Got out, check
under the aircraft for any evidence of leaks and started pulling the aircraft
toward the far –off – hangar which had an airplane parked in front
of it. A nice looking young woman comes riding a bicycle out to meet
me. Hopped off and holding out her hand said “Hi I’m Angie,
looks like we’ll be spending time together” – so things are
starting to look up {:>)
So pulled the aircraft in
to the hangar where the mechanic came over and ask what the problem was.
Well, I looked at the volt meter and it said the battery was dead. Mechanic put
on a battery charger and announced “Yep! The battery is
dead”. So we both concluded that the alternator must have failed
and not being able to replenish the drain on the battery by all the electrical
systems such as fuel pumps, injectors, ignition coils, etc had drained the
battery.
However, there were a few
problems with the analysis of a failed alternator. First, the low voltage
warning light never came on to warn of an alternator problem, 2nd I
never notice the voltmeter showing anything other than what it should for
alternator voltage – like around 14 volts. While checking the
voltage after the Mechanic had charged the battery, I noticed down below that
the “essential bus” switch was in the battery rather than the
alternator position, so flicked it back to the alternator position figuring I
must have accidentally kicked it while getting to some stuff in the baggage
compartment of my RV-6A.
It was getting late and
being a bit tired not to mention stressed, I needed to get a rental car and a
motel for the night. Did that, eat dinner and went to bed after sitting
down and drawing out a problem tree with the entire major elements of the
electrical system.
So next morning I show up
at the hangar early and meet Ben, the mechanic, the battery had received a
charge of only 45 minutes the evening before, So I suggested we charged it for
another hour and try to start the aircraft. Ben suggested a real stress
test of the battery and NOT charge it anymore. Made sense, so we rolled
the aircraft out of the hangar. I hopped in, threw a half dozen switches
and punched the starter button. The engine started on the first prop
blade rotation – so the battery was clearly OK.
The engine is humming like a top. So I looked over at the
voltmeter expecting it to show only around 12.8 volts instead of the 14 volts a
functioning alternator would produce. Much to my and Ben’s surprise
the alternator voltage read 14 volts. We loaded the alternator by turning
on the both l00 watt landing lights, all fuel pumps, the pitot heat, etc.
The alternator voltage only drops perhaps 0.4 volts clearly indicating the
alternator could carry the load and was OK.
So here I am –
battery is OK, alternator is OK – engine is purring normally, so clearly
this was all a figment of my deteriorating brain cells. I loaded up the
aircraft and launched to do a few circuits of the airport – I did so and
all was operating normally and so I radio them I was head onward to Texas. While
flying, my mind could not let go of the problem and finally the light came on.
The essential bus switch
had (for my entire 10 + years of flying) been in the alternator position.
The purpose of this switch is to isolate the battery from the alternator should
the alternator fail - to prevent an alternator problem from draining the
battery. So in event of an alternator problem, you move the switch from
alternator to battery. Its call the essential bus because you only have
the essential things drawing from the battery so you wont’ drain it as
quickly. The idea is to give you time (generally around 30 minutes) to
find a safe place to land in case of alternator failure.
Well, at some point I had
either (not paying attention) turned the switch to battery thinking I was
turning the voltmeter switch to battery - or accidentally had move the
switch from alternator to battery without noticing it by kicking it, etc.
However, it was sort of protected in its position from accidental activation.
It must have happened during refueling – as I got approx 45 minutes down
the road on the battery after take off before quality battery time started to
deteriorate. As the battery voltage fell due to the load (and no
alternator link to replenish it), electrical things (mainly computers first)
started acting up until they could not longer run the engine. The injectors
would not open fully, etc. Then as the voltage level further decreased,
the master relay which the battery held closed and which connected the (fully
functional) alternator to the rest of the electrical system - opened up and removed
ALL power from the electrical system. So no radio, no gauges, etc.
Oh, another little
factor that may have contributed, the voltmeter has a tiny toggle switch by it
marked ALT BAT1 BAT2 for checking alternator battery 1 and battery 2 (which I
no longer fly with) voltages. Down below It a couple of inches and off to
the right is the essential bus normal size toggle switch – also marked
ALT BAT1 BAT1. I normally never touch it and don’t even think about
it. But I could have reached for the voltmeter toggle thinking to check
my battery voltage (which I do as a regular thing) and perhaps distracted by
something reach a bit further down and instead moved the essential bus switch
from Alternator to Battery cause this entire event. I know that I did not
consciously do it. So it is either accidental or absence minded
activation - either way ends with the same results {:>)
Now it became clear why
it didn’t matter which pair of fuel injectors I turned off –
turning off either pair improved the situation because it slightly reduced the
electrical load by a few amps – and the engine ran slightly better for a
few moments. The same thing had happened when turning off one of the EFI
fuel pumps – but what threw me was the alternator voltage continued to be
normal during this.
After I knew the cause
(switch in wrong position), I decided the problem was fixed so no reason to
return to NC, and I just continued on to Texas.
I know some of you may
think that removing my second battery was a mistake – but, consider this,
having another battery could have meant I would have been much further from a
suitable airfield before they both went south. On the other hand, it
might have caused me to at least think to throw the essential bus switch to the
second battery and have the Light bulb come on. Who really knows.
But, I have in mind a simply addition to my electrical circuit that should help
in the future.
I do want to state that
this time when the problems started I DID switch fuel tanks – but
naturally it had no effect because this time it turned out, it was not a fuel
problem – not the root cause at least.
So what are the lessons
learned:
1. Put EVERY critical switch on your before-takeoff Check list
2. Perhaps put a guard around such critical switches to force
conscious activation
3. Don’t (hard not to) get overly focused on what you think is
the problem – consider other possibilities. I thought it was a fuel
problem (I even switched fuel tanks this time) – it turned out to be
electrical in its root cause.
4. While the fuel pressure was jumping all over the place and the EGT
was erratic and engine surging strongly indicating a fuel problem – the
ultimate cause was electrical. Once the voltage got below a certain point
the EC2 was still trying to pull the injectors open, but with the voltage so
low it could not do it properly.
5. When the battery voltage dropped below a certain point, the master
relay released and removed the alternator from the electrical system and the
panel went dark – even though the alternator was still working
6. Immediately turn to the nearest airfield when serious problems
occur - THEN work on fixing them. I only delayed for perhaps 2-3 minutes,
but that could have made a difference.
7. Watch out for Coffin Corner
turn when turning base to final – airspeed really bleeds off fast with no
engine pulling you along (and especially with flaps deployed!)
8. IF you change your mind about landing approach type - remember to
reconfigure your aircraft for the last decision – I had left my flaps
deployed when I should have remembered to retracted them. Did that help
prevent a Coffin Corner stall and spin or would it have put me closer to it?
9. You must increase airspeed over the wing to get the sufficient
energy to over come a high sink rate. Pulling back on the stick when the
ground is staring you in the face is the natural reaction – but, pushing
forward to lower the nose is the correct action – providing of course you
have sufficient altitude!
10. Battery
life – I had a two year old 680 odyssey battery which I maintain a
trickle charge on whenever I’m not flying. With two EFI fuel pumps,
boost pump, injectors, coils, EC2 and radio and just having started the engine
before take off – this battery lasted 55 minutes. Well, the last 5
minutes was not quality battery time. So in my case, 30 minutes appears
to be a very realistic battery life. In fact, had I turned off one EFI
pump and the boost pump would have gained a few more miles. But, if I had
recognized the need to turn them off at that time (I normally turn them off at
cruise altitude), then I would have known how to “fix” the problem.
11. I’ve
decided to add a Schokkty diode between my essential bus and the alternator
– so that as long as the alternator is producing sufficient voltage, then
the battery will be getting some charge to replace the drain. I’ve
also decided to make that switch position a check-list item.
So what it boils
down to – if I had recognized early on that it was an electrical problem
and not focused so much on the fuel system, I may have noticed the essential
bus switch in the wrong position. Force yourself to examine other
possible causes (easy to say – harder to do).
NEVER, NEVER forget that
flying the airplane is the first and only priority in this type of situation
NEVER, NEVER forget that
saving your butt is the ultimately end-all priority. When I decided that
landing on the grass was preferable to putting a hole in their concrete –
I just may have made a life-saving decision.
If anybody else wants to
pick up this baton – I’m ready to hand it over – what? no
volunteers? {:>)
So that’s my story
and I’m sticking to it.
Fly safe, guys!!
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
http://www.andersonee.com
http://www.dmack.net/mazda/index.html
http://www.flyrotary.com/
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.rotaryaviation.com/Rotorhead%20Truth.htm