X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-fx0-f52.google.com ([209.85.161.52] verified) by logan.com (CommuniGate Pro SMTP 5.4c2) with ESMTPS id 4913053 for flyrotary@lancaironline.net; Sun, 20 Mar 2011 21:38:33 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.161.52; envelope-from=msteitle@gmail.com Received: by fxm6 with SMTP id 6so4998599fxm.25 for ; Sun, 20 Mar 2011 18:37:57 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:in-reply-to:references:date :message-id:subject:from:to:content-type; bh=2GSs+w3VlKGT1qCb2eCuJaquEawNAJ2+DvhNs5dEcis=; b=q9MWn5mDxbE2ZEL9+Q/KsWsg8hVtVZrqsnjEBZxjt27t78hO0CCL4ZkF7bbJtc2K/V 3GiCn5opoMHwFfGfgv8qnmRLGJ3lcvhWHMRD5H2zeUNMIa50WcXrIH7iIAL4IWcejLvb minPoUPIXuulgI6NB8aH7i5PcjNBjNTbESzaw= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; b=fdHPHRHImSMp12ngn/t8RAdgj06VxJSCCAzL3qXDM/iK1DFeCvGTRQpBVP3E+U2tyJ CC0G7BguXneDGk9iMw7vZdUsFf8mjobxz6cf3qiTV3L3GQWF+ougrbe4y3NH4kBf07lS 55WxzyMX0BTZJ/I1RP9W84mRXdHsvCvvv6rZM= MIME-Version: 1.0 Received: by 10.223.125.66 with SMTP id x2mr4240699far.51.1300671477560; Sun, 20 Mar 2011 18:37:57 -0700 (PDT) Received: by 10.223.102.136 with HTTP; Sun, 20 Mar 2011 18:37:57 -0700 (PDT) In-Reply-To: References: Date: Sun, 20 Mar 2011 20:37:57 -0500 Message-ID: Subject: Re: [FlyRotary] Re: Forced Landing. From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=0016e68fc5be63b715049ef42dbc --0016e68fc5be63b715049ef42dbc Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Bill, The DNA (Dynamic Noise Attenuation) muffler is the only one I've used that has not self-destructed in a matter of hours, except for the tangential muffler which was too restrictive and caused other problems and gave poor performance. (I should have listened to Lynn.) The DNA is not as quiet as other mufflers, but it has worked for about 100 hours so far with no sign o= f fatigue. Also, it has no packing to blow/burn out. ANR headsets are a given. Mark On Sun, Mar 20, 2011 at 4:10 PM, Bill Bradburry w= rote: > Bobby, > > That is an excellent job of both flying and troubleshooting to discover t= he > cause of the problem. I am wondering why you have a muffler if you have = a > turbo? > > > > 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 incid= ent > has really made me start to think about the muffler.. Thanks for the gre= at > report! > > > > Bill B > > > ------------------------------ > > *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] *O= n > Behalf Of *Bobby J. Hughes > *Sent:* Sunday, March 20, 2011 4:02 PM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] Forced Landing. > > > > Since it=92s been so quiet lately. > > > > I had a complete loss of engine power yesterday during climb out from Tyl= er > TX (KTYR). I had executed a Vx climb to see you hot I could get the oil w= ith > 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 A= OA > starting telling me =93angle, angle, push, push=94 . Glad I had the AOA a= s I=92m > not sure my attention was focused on the right priorities. I told the tow= er > 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 no= se > down and made a right turn to the runway. The landing was downwind with 1= 5 > 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 pr= op > 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 connection= s > at the switches but everything seem good. The EC2 coil test worked but th= e > 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 s= witch > 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 noth= ing > I could come up with fit the problem. After another five minute full powe= r > 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 i= n > 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 cam= e 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 t= hat > 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 woul= d > 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 circ= led > for several laps. I switched controllers, fuel, injector cold start, coil= s > 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=92m guessing the muffler internals came loose and slid rearward trappin= g > all the small come material that was dislodged. I was somewhere between V= x > and Vy at a very high angle of attack when the problem occurred. The muff= ler > 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 associate= d > 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 wa= s > onboard. My teenage daughter had decided she didn=92t want to spend the > remainder of spring break with me visiting my sister. > > > > Bobby Hughes > > (shaken not stirred)---- check your mufflers!!!! > --0016e68fc5be63b715049ef42dbc Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Bill,=A0

The DNA (Dynamic Noise Attenuation) muffler is = the only one I've used that has not self-destructed in a matter of hour= s, except for the tangential muffler which was too restrictive and caused o= ther problems and gave poor performance. =A0(I should have listened to Lynn= .) =A0The DNA is not as quiet as other mufflers, but it has worked for abou= t 100 hours so far with no sign of fatigue. =A0Also, it has no packing to b= low/burn out. =A0ANR headsets are a given.

Mark =A0



On Sun, Mar 20, 2011 at 4:10 PM, Bill Bradburry <bbradburry@bellsouth.n= et> wrote:

Bobby,

That is an excelle= nt 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?

=A0<= /p>

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

=A0<= /p>

Bill B

=A0<= /p>

From: Rotary motors in aircraft [mailto:fl= yrotary@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.

=A0

Since it=92s been so quiet lately.

=A0

I had a complete loss of engine power yesterday duri= ng climb out from Tyler TX (KTYR). I had executed a Vx climb to see you hot I could get the o= il with the supplemental oil cool I recently added. The engine was running but stop= ped 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 pla= ce 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 h= ad an engine failure and was landing. 35. Very happy this happened at an airpo= rt with three long runways with different headings. I pointed the nose down an= d 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 poi= nt 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 gu= n. I checked my injector power connections at the switches but everything seem g= ood. The EC2 coil test worked but the injector test did not. I attempted an engi= ne 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. Afte= r 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 a= s usual. Now the nerves set in full force. It downed on me to check the muffl= er for blockage. From what I could see with a flashlight the cone in my Hushpo= werII was out of place. I dropped the muffler from the belly and about a =BD=94 c= up 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 the= n I would head for home and climb to 8500 for the trip back. The headwind at 85= 00 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 circle= d 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 pic= ked 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 ch= eck airport information on my ipad and Foreflight. The flight was uneventful bu= t was the most stressful I have ever experienced.

=A0

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 smal= l 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 an= d 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.

=A0

Bobby Hughes

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


--0016e68fc5be63b715049ef42dbc--