X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao102.cox.net ([68.230.241.44] verified) by logan.com (CommuniGate Pro SMTP 5.3.0) with ESMTP id 4062572 for flyrotary@lancaironline.net; Sun, 03 Jan 2010 21:57:27 -0500 Received-SPF: none receiver=logan.com; client-ip=68.230.241.44; envelope-from=rv-4mike@cox.net Received: from fed1rmimpo03.cox.net ([70.169.32.75]) by fed1rmmtao102.cox.net (InterMail vM.8.00.01.00 201-2244-105-20090324) with ESMTP id <20100104025651.KVYD8308.fed1rmmtao102.cox.net@fed1rmimpo03.cox.net> for ; Sun, 3 Jan 2010 21:56:51 -0500 Received: from willsPC ([68.105.90.95]) by fed1rmimpo03.cox.net with bizsmtp id REwr1d00B23SHyU04EwsY7; Sun, 03 Jan 2010 21:56:52 -0500 X-VR-Score: 0.00 X-Authority-Analysis: v=1.1 cv=hxRkenI+XOLoHPjz51PhBd6+pm8nOe1puOOeXS7yE/Y= c=1 sm=1 a=RenwNb1vi-sA:10 a=aa9aRGS1ImADdGngHUandw==:17 a=3oc9M9_CAAAA:8 a=pGLkceISAAAA:8 a=Ia-xEzejAAAA:8 a=dqM4Wd1EHxNM1T9H9G4A:9 a=DNHr8XBCK_p4MQDyEc4A:7 a=1gLVbIcmKPFP22NJvCViEmrCw58A:4 a=U8Ie8EnqySEA:10 a=MSl-tDqOz04A:10 a=EzXvWhQp4_cA:10 a=_Fv7GcVUUhEJeLvn:21 a=nhqHfdalnLtEjpCK:21 a=gTiQNi4QI0GdlkhP4PQA:9 a=a1XZBFe0LkWrnFhYm9kA:7 a=9ERkxqNbM2j-OmEyUdvGV_IWjwEA:4 a=aa9aRGS1ImADdGngHUandw==:117 X-CM-Score: 0.00 Message-ID: <0177F414DEB44C2D963793D1A2873F4C@willsPC> From: "Mike Wills" To: "Rotary motors in aircraft" References: In-Reply-To: Subject: Re: [FlyRotary] Re: Now Lycoming (again) Date: Sun, 3 Jan 2010 18:56:51 -0800 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0069_01CA8CA6.82702D90" X-Priority: 3 X-MSMail-Priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 14.0.8089.726 X-MimeOLE: Produced By Microsoft MimeOLE V14.0.8089.726 This is a multi-part message in MIME format. ------=_NextPart_000_0069_01CA8CA6.82702D90 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Another anecdote about the "superiority" of certified aircraft engines. = My buddy has a Mooney M-20F with fuel injected IO-360 (200HP). He just = had a new Garmin GNS-430 installed and wanted to shoot some instrument = approaches. He asked me to tag along as a safety pilot. After the = typical hot-start issues (prime, mixture to cutoff, throttle to full, = crank the starter, crank some more, crank until the battery almost dies) = we finally got it started, taxied out, did a normal runup, and proceeded = to take-off. About 5 seconds into the takeoff roll and about 40KTS the = engine started misfiring badly. Instead of pulling power and getting on = the brakes my buddy froze on the controls until it was too late to do = anything but takeoff and proceed around the pattern. With the engine = sputtering badly and making marginal power we made it around the pattern = and back to the runway. Found all of the lower spark plugs were fowled so cleaned them up and = went back out to the runup area. The runup was totally normal at 1700RPM = but at full power again the engine was missing badly. Fortunately this = time we didn't discover it on the takeoff roll. So it appears one of the 1930s era tractor ignition systems (aka = magneto) is breaking down under load. I'll never again let somebody try = to convince me of the superiority of certified redundant magnetos. With = one mag working normally and one breaking down we barely got to 500AGL = on the downwind with 2 on board, no luggage, and fuel to the tabs. That's as close as I've ever come to an airplane accident. Sure do = appreciate how nice and easy my airplane is to start, hot, cold, = whatever. And though I have had some interesting moments since I've = started flying it, I've never had any doubt that it would continue to = run and make power. Mike Wills RV-4 N144MW From: shipchief@aol.com=20 Sent: Sunday, January 03, 2010 5:01 PM To: Rotary motors in aircraft=20 Subject: [FlyRotary] Re: Now Lycoming (again) Yes; I read about it in the Vansairforce forums. I have to admit here that I did respond to the point of writing: "Insert ad hominum quid pro quo attack on irresponsible builders using = unsafe certified engines....from an alternative engine builder" But in the end I was too polite to send it. Today I'm working on lower cowl air seals around oil cooler and = radiator. -----Original Message----- From: Lynn Hanover To: Rotary motors in aircraft Sent: Sun, Jan 3, 2010 5:48 am Subject: [FlyRotary] Now Lycoming (again) The FAA is superseding an existing airworthiness directive (AD) for = Lycoming Engines (formerly Textron Lycoming) models 320, 360, and 540 = series, "Parallel Valve" reciprocating engines, with certain Engine = Components, Inc. (ECi) cylinder assemblies, part number (P/N) AEL65102 = series "Titan," installed. That AD currently requires initial and = repetitive visual inspections and compression tests to detect cracks at = the head-to-barrel interface, replacement of cylinder assemblies found = cracked, and replacement of certain cylinder assemblies at new, reduced = times-in-service. This AD requires the same actions, but for an expanded = population of cylinder assemblies. This AD results from reports of 10 = additional cylinder head separations since issuing AD 2008-19-05, on = cylinder serial numbers not listed in that AD. We are issuing this AD to = prevent loss of engine power due to cracks at the head-to-barrel = interface and possible engine failure caused by separation of a cylinder = head, which could result in loss of control of the aircraft. From ANN You hang in there sunshine, I think yours will make 2000 hours. Or, Flyrotary...................no cylinder head........... Lynn E. Hanover ------=_NextPart_000_0069_01CA8CA6.82702D90 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Another anecdote about the "superiority" of = certified=20 aircraft engines. My buddy has a Mooney M-20F with fuel injected IO-360 = (200HP).=20 He just had a new Garmin GNS-430 installed and wanted to shoot some = instrument=20 approaches. He asked me to tag along as a safety pilot. After the = typical=20 hot-start issues (prime, mixture to cutoff, throttle to full, crank the = starter,=20 crank some more, crank until the battery almost dies) we finally got it = started,=20 taxied out, did a normal runup, and proceeded to take-off. About 5 = seconds into=20 the takeoff roll and about 40KTS the engine started misfiring badly. = Instead of=20 pulling power and getting on the brakes my buddy froze on the = controls=20 until it was too late to do anything but takeoff and proceed around the = pattern.=20 With the engine sputtering badly and making marginal power we made it = around the=20 pattern and back to the runway.
 
Found all of the lower spark plugs were fowled = so=20 cleaned them up and went back out to the runup area. The runup was = totally=20 normal at 1700RPM but at full power again the engine was missing badly.=20 Fortunately this time we didn=92t discover it on the takeoff = roll.
 
So it appears one of the 1930s era tractor = ignition=20 systems (aka magneto) is breaking down under load. I'll never again let = somebody=20 try to convince me of the superiority of certified redundant magnetos. = With one=20 mag working normally and one breaking down we barely got to 500AGL on = the=20 downwind with 2 on board, no luggage, and fuel to the tabs.
 
That=92s as close as I've ever come to an = airplane=20 accident. Sure do appreciate how nice and easy my airplane is to start, = hot,=20 cold, whatever. And though I have had some interesting moments since = I've=20 started flying it, I've never had any doubt that it would continue to = run and=20 make power.
 
Mike Wills
RV-4 N144MW

Sent: Sunday, January 03, 2010 5:01 PM
Subject: [FlyRotary] Re: Now Lycoming = (again)

Yes;
I read about it in the Vansairforce forums.
I have to admit here that I did respond to the point of = writing:
 "Insert ad hominum quid pro quo attack on irresponsible = builders=20 using unsafe certified engines....from an alternative engine = builder"
But in the end I was too polite to send it.
Today I'm working on lower cowl air seals around oil cooler and=20 radiator.


-----Original=20 Message-----
From: Lynn Hanover <lehanover@gmail.com>
To: = Rotary=20 motors in aircraft <flyrotary@lancaironline.net>
Sent: Sun, Jan = 3, 2010=20 5:48 am
Subject: [FlyRotary] Now Lycoming (again)

The FAA is superseding an existing airworthiness directive (AD) for = Lycoming Engines (formerly Textron Lycoming) models 320, 360, and 540 = series,=20 "Parallel Valve" reciprocating engines, with certain Engine Components, = Inc.=20 (ECi) cylinder assemblies, part number (P/N) AEL65102 series "Titan," = installed.=20 That AD currently requires initial and repetitive visual inspections and = compression tests to detect cracks at the head-to-barrel interface, = replacement=20 of cylinder assemblies found cracked, and replacement of certain = cylinder=20 assemblies at new, reduced times-in-service. This AD requires the same = actions,=20 but for an expanded population of cylinder assemblies. This AD results = from=20 reports of 10 additional cylinder head separations since issuing AD = 2008-19-05,=20 on cylinder serial numbers not listed in that AD. We are issuing this AD = to=20 prevent loss of engine power due to cracks at the head-to-barrel = interface and=20 possible engine failure caused by separation of a cylinder head, which = could=20 result in loss of control of the aircraft.
 
From ANN
 
You hang in there sunshine, I think yours will make 2000 = hours.
 
Or, Flyrotary...................no cylinder head...........
 
 
Lynn E. Hanover
 ------=_NextPart_000_0069_01CA8CA6.82702D90--