X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fmailhost03.isp.att.net ([207.115.11.53] verified) by logan.com (CommuniGate Pro SMTP 5.4c2) with ESMTP id 4912831 for flyrotary@lancaironline.net; Sun, 20 Mar 2011 17:11:07 -0400 Received-SPF: none receiver=logan.com; client-ip=207.115.11.53; envelope-from=bbradburry@bellsouth.net Received: from desktop (adsl-85-145-79.mco.bellsouth.net[98.85.145.79]) by isp.att.net (frfwmhc03) with SMTP id <20110320211033H0300otckte>; Sun, 20 Mar 2011 21:10:33 +0000 X-Originating-IP: [98.85.145.79] From: "Bill Bradburry" To: "'Rotary motors in aircraft'" References: In-Reply-To: Subject: RE: [FlyRotary] Forced Landing. Date: Sun, 20 Mar 2011 17:10:34 -0400 Message-ID: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0019_01CBE721.BA2B2D80" X-Mailer: Microsoft Office Outlook 11 Thread-Index: AcvnMKJxeXxGOyhETUCuEZ661hPI9AAEbh9Q X-MimeOLE: Produced By Microsoft MimeOLE V6.0.6001.18049 This is a multi-part message in MIME format. ------=_NextPart_000_0019_01CBE721.BA2B2D80 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Bobby, That is an excellent job of both flying and troubleshooting to discover = the cause of the problem. I am wondering why you have a muffler if you have = a turbo? =20 My Hushpower is welded in and up inside the cowl. I would not be able = to see inside if or remove or replace it with the current setup. This = incident has really made me start to think about the muffler.. Thanks for the = great report! =20 Bill B =20 _____ =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bobby J. Hughes Sent: Sunday, March 20, 2011 4:02 PM To: Rotary motors in aircraft Subject: [FlyRotary] Forced Landing.=20 =20 Since it=92s been so quiet lately.=20 =20 I had a complete loss of engine power yesterday during 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, 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 =93angle, angle, push, push=94 . Glad I had the AOA = as I=92m not sure my attention was focused on the right priorities. I told the = tower I had an engine failure and 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 engine idling very rough. I couldn=92t make enough = power to taxi. The FBO was there 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 smoking gun. I checked my injector power = connections at the switches but everything seem good. The EC2 coil test worked but = the injector test did not. I attempted an engine start and it ran normally. =93What the h***=94 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 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=94MP on both controllers I rolled the plane back into the = FBO=92s 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 blockage. 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 =BD=94 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 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 minutes to the flight unless I ran the engine above 30=94 = MP. I didn=92t think it was a good time to stress the muffler any more than necessary. 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 and 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 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=92m 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 the problem occurred. The muffler = is parallel l with the bottom of the fuselage so I believe any 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=92t want to spend the remainder of spring = break with me visiting my sister.=20 =20 Bobby Hughes (shaken not stirred)---- check your mufflers!!!! ------=_NextPart_000_0019_01CBE721.BA2B2D80 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Bobby,

That is an excellent job of both = flying and troubleshooting to discover the cause of the problem.=A0 I am = wondering why you have a muffler if you have a turbo?

 

My Hushpower is welded in and up = inside the cowl.=A0 I would not be able to see inside if or remove or replace = it with the current setup.=A0 This incident has really made me start to think = about the muffler..=A0 Thanks for the great report!

 

Bill B

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bobby J. Hughes
Sent: Sunday, March 20, = 2011 4:02 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] = Forced Landing.

 

Since it’s been so quiet lately. =

 

I had a complete loss of engine power yesterday during 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, 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 “angle, angle, push, push” . Glad I had the AOA as I’m = not sure my attention was focused on the right priorities. I told the tower = I had an engine failure and 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 engine idling very rough. I couldn’t make enough power to taxi. = The FBO was there 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 smoking = gun. I checked my injector power connections at the switches but everything = seem good. The EC2 coil test worked but the injector test did not. I attempted an = engine start and it ran normally. “What the h***” 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 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”MP on both controllers I = rolled the plane back into the FBO’s 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 blockage. 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 = =BD” 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 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 minutes to the flight unless I ran the engine above = 30” MP. I didn’t think it was a good time to stress the muffler any more = than necessary. 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 and 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 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. =

 

I’m 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 the problem = occurred. The muffler is parallel l with the bottom of the fuselage so I believe any = 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’t want to spend the = remainder of spring break with me visiting my sister.

 

Bobby Hughes

(shaken not stirred)---- check your = mufflers!!!!

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