X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [66.219.56.245] (HELO mail.qnsi.net) by logan.com (CommuniGate Pro SMTP 5.4c2) with ESMTP id 4913014 for flyrotary@lancaironline.net; Sun, 20 Mar 2011 20:14:49 -0400 Received-SPF: none receiver=logan.com; client-ip=66.219.56.245; envelope-from=bhughes@qnsi.net Return-Receipt-To: "Bobby J. Hughes" Subject: RE: [FlyRotary] Re: Forced Landing. MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----_=_NextPart_001_01CBE766.0F87EBBC" Date: Sun, 20 Mar 2011 19:19:43 -0600 Disposition-Notification-To: "Bobby J. Hughes" Content-class: urn:content-classes:message Message-ID: <74120FDE88CAFE4DBDA8814BCE20A3F32A9927@qnsi-mail.qnsi.net> X-MS-Has-Attach: X-MS-TNEF-Correlator: thread-topic: [FlyRotary] Re: Forced Landing. X-MimeOLE: Produced By Microsoft Exchange V6.5 Thread-Index: AcvnZD+VkZ+7iw07QnO2NNqnvul3VwAAOwFQ References: From: "Bobby J. Hughes" To: "Rotary motors in aircraft" This is a multi-part message in MIME format. ------_=_NextPart_001_01CBE766.0F87EBBC Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Thanks Ed. It happened at the perfect airport with three long runways. I = had executed a Vx climbing turn at 38" MP. I had a lot of altitude and = was very aware of the runway off my right wing tip. Had this happened 5 = minutes later it would be a completely different story. Bobby ________________________________ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On = Behalf Of Ed Anderson Sent: Sunday, March 20, 2011 6:01 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Forced Landing.=20 =20 Great work, Bobby!! =20 Ain't it amazing how long 10 seconds can seem when your heart is = pounding and your mind racing - been there! =20 As many an old instructor has emphasized - first priority is FLY THE = AIRCRAFT which you clearly did an excellent job of. =20 I fly with two HushpowerII mufflers (several hundred hours on them), but = I have two headers each with their own muffler. I fly with a turbo = block which means no exhaust splitters to soften the exhaust pulse - and = it can rapidly pound stainless steel (or anything else) into pieces. = While I have never had exhaust blockage, I have had internal pieces = depart the muffler. I suspect after several hundred hours my Hushpower = II mufflers no longer have much of anything internal but the metal mesh = cone remaining. =20 While a turbocharger would probably soften the exhaust pulse quite a bit = - a supercharger as you fly with, of course, will not. =20 Well, it clear that there was little you could do in the air about the = muffler blockage - had I been a bit more astute, I could have probable = recovered engine power on my two unintentional engine outs. Hindsight = is just so wonderful {:>) =20 Good flying, good decisions and it ended well - well, except perhaps for = your seat cushion. =20 Ed Edward L. Anderson Anderson Electronic Enterprises LLC 305 Reefton Road Weddington, NC 28104 http://www.andersonee.com http://www.eicommander.com =20 From: Bobby J. Hughes =20 Sent: Sunday, March 20, 2011 4:02 PM To: Rotary motors in aircraft =20 Subject: [FlyRotary] Forced Landing.=20 =20 Since it's 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 "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.=20 =20 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.=20 =20 Bobby Hughes (shaken not stirred)---- check your mufflers!!!! ________________________________ -- Homepage: http://www.flyrotary.com/ Archive and UnSub: = http://mail.lancaironline.net:81/lists/flyrotary/List.html ------_=_NextPart_001_01CBE766.0F87EBBC Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Thanks Ed. It happened at the = perfect airport with three long runways. I had executed a Vx climbing turn at = 38” MP. I had a lot of altitude and was very aware of the runway off my = right wing tip. Had this happened 5 minutes later it would be a completely = different story.=A0 Bobby

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Ed Anderson
Sent: Sunday, March 20, = 2011 6:01 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: = Forced Landing.

 

Great work, Bobby!!

 

Ain't it amazing how long 10 seconds can seem when = your heart is pounding and your mind racing - been = there!

 

As many an old instructor has emphasized - first = priority is FLY THE AIRCRAFT which you clearly did an excellent job = of.

 

I fly with two HushpowerII mufflers (several hundred = hours on them), but I have two headers each with their own muffler.  I = fly with a turbo block which means no exhaust splitters to soften the exhaust = pulse - and it can rapidly pound stainless steel (or anything else) into pieces.   While I have never had exhaust blockage, I have had internal pieces depart the muffler.  I suspect after = several hundred hours my Hushpower II mufflers no longer have much of anything internal but = the metal mesh cone remaining.

 

While a turbocharger would probably soften the = exhaust pulse quite a bit - a supercharger as you fly with, of course, will = not.

 

Well, it clear that there was little you could do in = the air about the muffler blockage - had I been a bit more astute, I could have probable recovered engine power on my two unintentional engine = outs.  Hindsight is just so wonderful {:>)

 

Good flying, good decisions and it ended well - well, = except perhaps for your seat cushion.

 

Ed

Edward L. Anderson
Anderson Electronic Enterprises LLC
305 Reefton = Road
Weddington, = NC 28104
http://www.andersonee.com
http://www.eicommander.com=

 

Sent: Sunday, March 20, 2011 4:02 PM

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!!!!

--
Homepage:  http://www.flyrotary.com/
Archive and UnSub:   http://mail.lancaironline.net:81/lists/flyrotary/List.html

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