X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fmailhost02.isp.att.net ([204.127.217.102] verified) by logan.com (CommuniGate Pro SMTP 5.4c2) with ESMTP id 4913067 for flyrotary@lancaironline.net; Sun, 20 Mar 2011 22:10:39 -0400 Received-SPF: none receiver=logan.com; client-ip=204.127.217.102; envelope-from=bbradburry@bellsouth.net Received: from desktop (adsl-85-145-79.mco.bellsouth.net[98.85.145.79]) by isp.att.net (frfwmhc02) with SMTP id <20110321021004H0200os5o2e>; Mon, 21 Mar 2011 02:10:04 +0000 X-Originating-IP: [98.85.145.79] From: "Bill Bradburry" To: "'Rotary motors in aircraft'" References: In-Reply-To: Subject: RE: [FlyRotary] Re: Forced Landing. Date: Sun, 20 Mar 2011 22:10:07 -0400 Message-ID: <9A014C1BD5CB4ADF9A24C78DD1377226@Desktop> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_000B_01CBE74B.92C441D0" X-Mailer: Microsoft Office Outlook 11 Thread-Index: AcvnaLM+Ze88rK4nT52d8NkdeFMAJgABEu/w X-MimeOLE: Produced By Microsoft MimeOLE V6.0.6001.18049 This is a multi-part message in MIME format. ------=_NextPart_000_000B_01CBE74B.92C441D0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Who sells that muffler, Mark? =20 Bill B =20 _____ =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Mark Steitle Sent: Sunday, March 20, 2011 9:38 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Forced Landing. =20 Bill,=20 =20 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 of fatigue. Also, it has no packing to blow/burn out. ANR headsets are a given. =20 Mark =20 =20 =20 On Sun, Mar 20, 2011 at 4:10 PM, Bill Bradburry = wrote: 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!!!! =20 ------=_NextPart_000_000B_01CBE74B.92C441D0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Who sells that muffler, = Mark?

 

Bill B

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Mark Steitle
Sent: Sunday, March 20, = 2011 9:38 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: = Forced Landing.

 

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 of = 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 <bbradburry@bellsouth.net>= wrote:

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?

 

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!

 

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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