X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-ma02.mx.aol.com ([64.12.206.40] verified) by logan.com (CommuniGate Pro SMTP 5.4c2) with ESMTP id 4912835 for flyrotary@lancaironline.net; Sun, 20 Mar 2011 16:40:59 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.206.40; envelope-from=Bktrub@aol.com Received: from imo-ma04.mx.aol.com (imo-ma04.mx.aol.com [64.12.78.139]) by imr-ma02.mx.aol.com (8.14.1/8.14.1) with ESMTP id p2KKeKeN028831 for ; Sun, 20 Mar 2011 16:40:20 -0400 Received: from Bktrub@aol.com by imo-ma04.mx.aol.com (mail_out_v42.9.) id q.d77.11e641d2 (56028) for ; Sun, 20 Mar 2011 16:40:17 -0400 (EDT) Received: from smtprly-ma01.mx.aol.com (smtprly-ma01.mx.aol.com [64.12.207.140]) by cia-md08.mx.aol.com (v129.9) with ESMTP id MAILCIAMD082-5c444d86662f3a0; Sun, 20 Mar 2011 16:40:16 -0400 Received: from Webmail-d122 (webmail-d122.sim.aol.com [205.188.108.131]) by smtprly-ma01.mx.aol.com (v129.9) with ESMTP id MAILSMTPRLYMA012-5c444d86662f3a0; Sun, 20 Mar 2011 16:40:15 -0400 References: To: flyrotary@lancaironline.net Subject: Re: [FlyRotary] re Forced Landing. Date: Sun, 20 Mar 2011 16:40:14 -0400 X-AOL-IP: 50.46.150.65 In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: bktrub@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8CDB55626A38AA0_2348_5B771_Webmail-d122.sysops.aol.com" X-Mailer: AOL Webmail 33426-STANDARD Received: from 50.46.150.65 by Webmail-d122.sysops.aol.com (205.188.108.131) with HTTP (WebMailUI); Sun, 20 Mar 2011 16:40:14 -0400 Message-Id: <8CDB556269A0520-2348-290B1@Webmail-d122.sysops.aol.com> X-Spam-Flag:NO X-AOL-SENDER: Bktrub@aol.com ----------MB_8CDB55626A38AA0_2348_5B771_Webmail-d122.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="utf-8" You have a turbo, hence the 38" mp. How much hotter is the exhaust after= the turbo? I have a Hushpower, but NA. The exhaust system is the only thing that real= ly makes me take pause.=20 Brian Trubee -----Original Message----- From: Kelly Troyer To: Rotary motors in aircraft Sent: Sun, Mar 20, 2011 12:49 pm Subject: [FlyRotary] re Forced Landing. Bobby, =20 Good report !!..............Great flying!!.............Glad all is OK exce= pt for muffler.............. =20 Kelly Troyer "DYKE DELTA JD2" (Eventually) "13B ROTARY"_ Engine "RWS"_RD1C/EC2/EM2 "MISTRAL"_Backplate/Oil Manifold "TURBONETICS"_TO4E50 Turbo From: Bobby J. Hughes To: Rotary motors in aircraft Sent: Sun, March 20, 2011 3:02:04 PM Subject: [FlyRotary] Forced Landing. Since it=E2=80=99s been so quiet lately.=20 =20 I had a complete loss of engine power yesterday during climb out from Tyle= r TX (KTYR). I had executed a Vx climb to see you hot I could get the oil= with the supplemental oil cool I recently added. The engine was running= but stopped making any power. I switch fuel tanks, adjusted the mixture= both directions, toggled the primary injector switch for cold start and= check my breakers. I did everything but switch to the B controller. All= the troubleshooting took place in about 10 seconds or less. At that time= my AOA starting telling me =E2=80=9Cangle, angle, push, push=E2=80=9D .= Glad I had the AOA as I=E2=80=99m not sure my attention was focused on th= e right priorities. I told the tower I had an engine failure and was landi= ng. 35. Very happy this happened at an airport with three long runways wit= h different headings. I pointed the nose down and made a right turn to the= runway. The landing was downwind with 15 knot wind. I was too fast and us= ed all 3500ft I had left. I coasted onto a taxiway with the engine idling= very rough. I couldn=E2=80=99t make enough power to taxi. The FBO was the= re within two minutes and towed me back to their hanger. At this point I= figured I had lost an apex seals. I pulled the prop through but had good= compression. I pulled the cowl and everything was in place. Up until now= I had remained very calm but that changed when I realized there was no sm= oking gun. I checked my injector power connections at the switches but eve= rything seem good. The EC2 coil test worked but the injector test did not.= I attempted an engine start and it ran normally. =E2=80=9CWhat the h***= =E2=80=9D I later realized I had not activated the cold start switch for= the injector test. Injectors tested fine. I was at a complete loss as wha= t to look at next. I thought about a CAS intermediate failure but nothing= I could come up with fit the problem. After another five minute full powe= r run to 38=E2=80=9DMP on both controllers I rolled the plane back into th= e FBO=E2=80=99s hanger and took a break. So here I am 200 miles from home= after a forced landing and the plane is making full power as usual. Now= the nerves set in full force. It downed on me to check the muffler for bl= ockage. From what I could see with a flashlight the cone in my HushpowerII= was out of place. I dropped the muffler from the belly and about a =C2=BD= =E2=80=9D cup of material came out. It was small pieces of mess from the= cone. About 1/3 of the entrance side cone was still intact but the rest= was gone. The internal steel support that forms the cone was still intact= but movable with a large screw driver. I knocked as much out as I could= and reinstalled the muffler. I was unable to knock out any of the mesh th= at was still in place. I decided to conduct a flight test over the airport= for ten minutes. If all was good then I would head for home and climb to= 8500 for the trip back. The headwind at 8500 would add 20 minutes to the= flight unless I ran the engine above 30=E2=80=9D MP. I didn=E2=80=99t thi= nk it was a good time to stress the muffler any more than necessary. I too= k off and climbed to 3000 ft on the B controller and circled for several= laps. I switched controllers, fuel, injector cold start, coils and everyt= hing was normal. So I nervously departed for the 200 mile trip. I picked= up flight following and had the autopilot/ flight director take me home.= I spent the entire flight with the nearest airport active on my Advanced= EFIS moving map. It draws a line, gives a distance and runway lengths. I= also check airport information on my ipad and Foreflight. The flight was= uneventful but was the most stressful I have ever experienced.=20 =20 I=E2=80=99m guessing the muffler internals came loose and slid rearward tr= apping all the small come material that was dislodged. I was somewhere bet= ween Vx and Vy at a very high angle of attack when the problem occurred.= The muffler is parallel l with the bottom of the fuselage so I believe an= y small dislodged material would remain inside the muffler. The plan now= is to go through the entire electrical system and check every connection= associated with the EC2 and fuel delivery. I will also be looking for a= different muffle and putting the plane back into flight testing until I= can regain my confidence with the install. I am also very thankful none= of my family was onboard. My teenage daughter had decided she didn=E2=80= =99t want to spend the remainder of spring break with me visiting my siste= r.=20 =20 Bobby Hughes (shaken not stirred)---- check your mufflers!!!! ----------MB_8CDB55626A38AA0_2348_5B771_Webmail-d122.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="utf-8"
You have a turbo, hence the 38" mp. How much hotter is the exhaust af= ter the turbo?
 
I have a Hushpower, but NA. The exhaust system is the only thing that= really makes me take pause.
 
Brian Trubee



-----Original Message-----
From: Kelly Troyer <keltro@att.net>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Sun, Mar 20, 2011 12:49 pm
Subject: [FlyRotary] re Forced Landing.

Bobby,
 
Good report !!..............Great flying!!.............Glad all= is OK except for muffler..............
 
Kelly Troyer
"DYKE DELTA JD2" (Eventually)=
"13B ROTARY"_ Engine
"RWS"_RD1C/EC2/EM2
"MISTRAL"_Backplate/Oil Manifold
"TURBONETICS"_TO4E50 Turbo

=
From: Bobby J. Hughes <= bhughes@qnsi.net>
To: Rotary motors in aircr= aft <flyrotary@lancairon= line.net>
Sent: Sun, March 20, 2011= 3:02:04 PM
Subject: [FlyRotary] Force= d Landing.

Since it=E2=80=99s been so quiet lately.
 
I had a complete loss of engine power yesterday durin= g climb out from Tyler TX (KTYR). I had executed a Vx climb to see you hot= I could get the oil with the supplemental oil cool I recently added. The= engine was running but stopped making any power. I switch fuel tanks, adj= usted the mixture both directions, toggled the primary injector switch for= cold start and check my breakers. I did everything but switch to the B co= ntroller. All the troubleshooting took place in about 10 seconds or less.= At that time my AOA starting telling me =E2=80=9Cangle, angle, push, push= =E2=80=9D . Glad I had the AOA as I=E2=80=99m not sure my attention was fo= cused on the right priorities. I told the tower I had an engine failure an= d was landing. 35. Very happy this happened at an airport with three long= runways with different headings. I pointed the nose down and made a right= turn to the runway. The landing was downwind with 15 knot wind. I was too= fast and used all 3500ft I had left. I coasted onto a taxiway with the en= gine idling very rough. I couldn=E2=80=99t make enough power to taxi. The= FBO was there within two minutes and towed me back to their hanger. At th= is point I figured I had lost an apex seals. I pulled the prop through but= had good compression. I pulled the cowl and everything was in place. Up= until now I had remained very calm but that changed when I realized there= was no smoking gun. I checked my injector power connections at the switch= es but everything seem good. The EC2 coil test worked but the injector tes= t did not. I attempted an engine start and it ran normally. =E2=80=9CWhat= the h***=E2=80=9D I later realized I had not activated the cold start swi= tch for the injector test. Injectors tested fine. I was at a complete loss= as what to look at next. I thought about a CAS intermediate failure but= nothing I could come up with fit the problem. After another five minute= full power run to 38=E2=80=9DMP on both controllers I rolled the plane ba= ck into the FBO=E2=80=99s hanger and took a break. So here I am 200 miles= from home after a forced landing and the plane is making full power as us= ual. Now the nerves set in full force. It downed on me to check the muffle= r for blockage. From what I could see with a flashlight the cone in my Hus= hpowerII was out of place. I dropped the muffler from the belly and about= a =C2=BD=E2=80=9D cup of material came out. It was small pieces of mess= from the cone. About 1/3 of the entrance side cone was still intact but= the rest was gone. The internal steel support that forms the cone was sti= ll intact but movable with a large screw driver. I knocked as much out as= I could and reinstalled the muffler. I was unable to knock out any of the= mesh that was still in place. I decided to conduct a flight test over the= airport for ten minutes. If all was good then I would head for home and= climb to 8500 for the trip back. The headwind at 8500 would add 20 minute= s to the flight unless I ran the engine above 30=E2=80=9D MP. I didn=E2=80= =99t think it was a good time to stress the muffler any more than necessar= y. I took off and climbed to 3000 ft on the B controller and circled for= several laps. I switched controllers, fuel, injector cold start, coils an= d everything was normal. So I nervously departed for the 200 mile trip. I= picked up flight following and had the autopilot/ flight director take me= home. I spent the entire flight with the nearest airport active on my Adv= anced EFIS moving map. It draws a line, gives a distance and runway length= s. I also check airport information on my ipad and Foreflight. The flight= was uneventful but was the most stressful I have ever experienced.
 
I=E2=80=99m guessing the muffler internals came loose= and slid rearward trapping all the small come material that was dislodged= . I was somewhere between Vx and Vy at a very high angle of attack when th= e problem occurred. The muffler is parallel l with the bottom of the fusel= age so I believe any small dislodged material would remain inside the muff= ler. The plan now is to go through the entire electrical system and check= every connection associated with the EC2 and fuel delivery. I will also= be looking for a different muffle and putting the plane back into flight= testing until I can regain my confidence with the install. I am also very= thankful none of my family was onboard. My teenage daughter had decided= she didn=E2=80=99t want to spend the remainder of spring break with me vi= siting my sister.
 
Bobby Hughes
(shaken not stirred)---- check your mufflers!!!!
----------MB_8CDB55626A38AA0_2348_5B771_Webmail-d122.sysops.aol.com--