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 5.4.1) with ESMTPS id 5086742 for flyrotary@lancaironline.net; Tue, 09 Aug 2011 09:18:33 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.161.52; envelope-from=msteitle@gmail.com Received: by fxd18 with SMTP id 18so37026fxd.25 for ; Tue, 09 Aug 2011 06:17:57 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; bh=nGvlv2xTiOq26KzQkpfJ3+7HkVaXGtvyIzG+zEp/B6s=; b=bDzVFvPW1l9MYj3bJ3osioaDTB8a7PWhVL3ZX4sDKkGlV59UA7ipJ4OudQnyOcsR0d uQR8u2uA696RCdAIXS/pA813KRn6HsIqPcCe4BTevbwdAVwsSgV3j8HJa8FOLrxsZdyV GJ07Daus0SFXvkj5HFMX9z7hkiNcYF/HwHLuQ= MIME-Version: 1.0 Received: by 10.223.64.66 with SMTP id d2mr9231310fai.116.1312895877017; Tue, 09 Aug 2011 06:17:57 -0700 (PDT) Received: by 10.223.83.194 with HTTP; Tue, 9 Aug 2011 06:17:56 -0700 (PDT) In-Reply-To: References: Date: Tue, 9 Aug 2011 08:17:56 -0500 Message-ID: Subject: Re: [FlyRotary] Re: Sam Hodges Force landing - All OK From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/related; boundary=0015174764b46070a904aa1264cb --0015174764b46070a904aa1264cb Content-Type: multipart/alternative; boundary=0015174764b46070a404aa1264ca --0015174764b46070a404aa1264ca Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Ed, Some questions: 1) Does Sam's system have a fuel return circuit? 2) Does his system have an air-bleed circuit? 3) Was he running mogas or 100LL? 4) Was the A/C sitting in the hot sun long enough to significantly preheat the fuel? Mark (98* is a cool day for this time of year in Austin, TX) On Tue, Aug 9, 2011 at 8:06 AM, Ed Anderson wrot= e: > ** > Talked with Sam again last night. After getting the aircraft back to > hangar and FAA investigator had done his thing, Sam asked the investigato= r > whether he wanted him to fire up the engine. The investigator told Sam t= hat > was up to him. So Sam turned on all the switches and the engine fired ri= ght > up and ran smoothly - the investigator commented he was amazed at how smo= oth > the rotary ran. So the engine and it subsystem (at least initially) appe= ars > to function normally. > > It appears the nose gear did not fold when Sam encountered the fence - bu= t > apparently the one nose gear rod retaining bolt in the motor mount may ha= ve > sheared and permitted the rod and nose gear to fold side ways. Spinner a= nd > prop apparently incurred some damage - which may (or may not) be minor an= d > fixable. The right wing spar is bent so that wing is toast, fuselage > appears OK and left wing with some trailing edge damage (probably fixable= ). > > Further discussion with Sam leads me to believe that the highest probably > cause was a "vapor lock" of some type in the fuel line. Sam stated the > engine never stopped running (correction to my earlier report - where I > stated it had quit), but just continued to sputter and failed to produce > power. > > The ignition checked out OK as did the rest of the system back in the > hangar. The symptom of sputtering engine and no power would put a fuel > system problem high on my list of suspects and given the high ambient tem= ps > (98F) and the run up before take off -- would leave me to believe > those conditions could have lead to diminished fuel flow. > > Sam is going to inspect his coarse filter to ensure it was not partially > obstructed. > > One item of note is that Sam does not have any sort of boost pump between > tanks and his EFI pumps. In my early days of testing while doing power-o= n > stalls (high power low cooling airflow) on a hot day, my engine started t= o > sputter (unlike Sam I had plenty of altitude when it happened) and I noti= ced > my fuel pressure fluctuating between 20 - 35 psi. I turned on my Facet > boost pump (puts out approx 6 psi pressure) and it immediately squelch th= e > problem. So I now take off/land with boost pump on and have never since = had > that problem. > > We know that any obstruction in a fuel line produces at least a small > pressure drop down stream - Given the suction of the EFI pumps and even > minor restriction of the coarse filter - a lower pressure region would ex= ist > between filter and EFI pumps - elevated temperatures could be enough to > cause some of the fuel in this area to flash into a gaseous state - whic= h > of course is not pumped very well. Its my opinion that a boost pump is a > worthwhile addition in keep pressure in the low pressure part of the fuel > system sufficiently high to prevent the fuel from percolating - particula= rly > on HOT ambient days. However, make certain that the boost pump is of a t= ype > that does not obstruct fuel flow during a malfuction or when off. > > Will provide any further details as Sam provides them. > > As we all know engine failure right after take off is probably the most > difficult and challenging situation you will face. Unless you immediatel= y > lower the nose, your airspeed will bleed off almost immedately and a stal= l > will occur. So Sam certain is to be commended for his quick and effectiv= e > action responding to the event. > > Ed > > > > *From:* Jeff Whaley > *Sent:* Tuesday, August 09, 2011 7:49 AM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] Re: Sam Hodges Force landing - All OK > > Hmmm, two forced landings in one week =85 I hope the trend stops here!**= ** > > Good job Sam for getting down safely from such a critical point =85 200-= 300=92 > on take-off is about as bad as it gets.**** > > Let=92s hope we get an answer soon as to the cause.**** > > Jeff**** > > ** ** > > From:**** > > "Ed Anderson" **** > > Subject:**** > > Sam Hodge Force landing - All OK**** > > Date:**** > > Mon, 8 Aug 2011 12:12:16 -0400**** > > To:**** > > "Rotary motors in aircraft" **** > > *[image: Message Header]* > > *[image: Undecoded Message]* > **** > > Sam Hodges just called me to tell me about his forced landing after take > off at Paducha on 7 August. Ed K had notified me the day before of the > incident but I wanted to get more details from Sam before reporting.**** > > **** > > Engine sputtered and quit approx 200-300 ft after take off - Sam stated = he > had time to switch from A to B controller - but it made no difference. I= t > was a hot 97F day. Sam had performed runup before take off and all appea= red > OK.**** > > **** > > Sam made it to a dirt road after the engine quit, but the nose gear faile= d > and the aircraft also incurred some damage to the wing tips. He and his > spouse Rose were shaken up a bit but bascially OK except for sore muscles= , > etc.**** > > **** > > Sam is meeting FAA guy to go over the aircraft - back at the hangar- > today. **** > > **** > > As those of you who make it to the Paducha flyin last fall know - Sam and > Rose have a beautifuly Renesis installation in an RV-7A - a really nice > looking package. **** > > **** > > Sam has been working out the bugs of his installation - wrestling with > temperatures primarily and this flight was to check out the effectiveness= of > some of his recent changes.**** > > **** > > I'm sure Sam will let us know whatever is uncovered pertinent to the > incident.**** > > **** > > Just great that no one was seriously injured or worst**** > > **** > > Ed**** > > ** ** > > ** ** > > *Jeff Whaley* > *Manager, Test and Repair* > > *International Datacasting Corp.***** > > *Tele: 613-596-4120 (ext: 2295) > Fax: 613-596-9208***** > > www.datacast.com**** > > ** ** > > This message, and the documents attached hereto, is intended only for the > addressee and may contain privileged or confidential information. Any > unauthorized disclosure is strictly prohibited. If you have received this > message in error, please notify us immediately so that we may correct our > internal records. Please then delete the original message. Thank you. > --0015174764b46070a404aa1264ca Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Ed,=A0

Some questions: =A0
1) =A0Does Sam'= s system have a fuel return circuit? =A0
2) =A0Does his system ha= ve an air-bleed circuit? =A0
3) =A0Was he running mogas or 100LL?= =A0
4) =A0Was the A/C sitting in the hot sun long enough to significantly prehe= at the fuel? =A0 =A0

Mark
(98* is a cool day fo= r this time of year in Austin, TX)


On Tue, Aug 9, 2011 at 8:06 AM, Ed Anderson <eanderson@carolina.rr.com> wrote:
Talked with Sam again last night.=A0 After gettin= g the=20 aircraft back to hangar and FAA investigator had done his thing, Sam asked = the=20 investigator whether he wanted him to fire up the engine.=A0 The investigat= or=20 told Sam that was up to him.=A0 So Sam turned on all the switches and the= =20 engine fired right up and ran smoothly - the investigator commented he was= =20 amazed at how smooth the rotary ran.=A0 So the engine and it subsystem (at= =20 least initially) appears to function normally.=A0
=A0
It appears the nose gear did not fold when Sam en= countered=20 the fence - but apparently the one nose gear rod retaining bolt in the moto= r=20 mount may have sheared and permitted the rod and nose gear to fold side=20 ways.=A0 Spinner and prop apparently incurred some damage - which may (or m= ay=20 not) be minor and fixable.=A0 The right wing spar is bent so that wing is= =20 toast, fuselage appears OK and left wing with some trailing edge damage=20 (probably fixable).
=A0
Further discussion with Sam leads me to believe t= hat the=20 highest probably cause was a "vapor lock" of some type in the fue= l line. Sam=20 stated the engine never stopped running (correction to my earlier report=20 -=A0where I stated it had quit), but just continued to sputter and failed t= o=20 produce power.=A0
=A0
The ignition checked out OK as did the rest of th= e system=20 back in the hangar.=A0 The symptom of sputtering engine and no power would= =20 put a fuel system problem high on my list of suspects and given the high am= bient=20 temps (98F) and the run up before take off=A0 -- would leave me to believe= =20 those=A0conditions could have=A0lead to diminished fuel flow.=A0=20
=A0
Sam is going to inspect his coarse filter to ensu= re it was=20 not partially obstructed.
=A0
One item of note is that Sam does not have any so= rt of=20 boost pump between tanks and his EFI pumps.=A0 In my early days of testing= =20 while doing power-on stalls (high power low cooling airflow) on a hot day, = my=20 engine started to sputter (unlike Sam I had plenty of altitude when it happ= ened)=20 and I noticed my fuel pressure fluctuating between 20 - 35 psi.=A0 I turned= =20 on my Facet boost pump (puts out approx 6 psi pressure) and it immediately= =20 squelch the problem.=A0 So I now take off/land with boost pump on and have= =20 never since had that problem.
=A0
We know that any obstruction in a fuel line produ= ces at=20 least a small pressure drop down stream - Given the suction of the EFI pump= s and=20 even minor restriction of the coarse filter - a lower pressure region would= =20 exist between filter and EFI pumps - elevated temperatures could be enough = to=20 cause some of the fuel in this area =A0to flash into a gaseous state - whic= h=20 of course is not pumped very well.=A0 Its my opinion that a boost pump is a= =20 worthwhile addition in keep pressure in the low pressure part of the fuel s= ystem=20 sufficiently high to prevent the fuel from percolating - particularly on HO= T=20 ambient days.=A0 However, make certain that the boost pump is of a type tha= t=20 does not obstruct fuel flow during a malfuction or when off.
=A0
Will provide any further details as Sam provides= =20 them.
=A0
As we all know engine failure right after take of= f is=20 probably the most difficult and challenging situation you will face.=A0=20 Unless you immediately lower the nose, your airspeed will bleed off almost= =20 immedately and a stall will occur.=A0 So Sam certain is to be commended for= =20 his quick and effective action responding to the event.
=A0
Ed
=A0
=A0

Sent: Tuesday, August 09, 2011 7:49 AM
Subject: [FlyRotary] Re: Sam Hodges Force landing - All=20 OK

Hmmm, two forced landings in one week =85 I hope the= trend=20 stops here!

Good job Sam for getting down safely from such a cri= tical=20 point =A0=85 200-300=92 on take-off is about as bad as it gets.

Let=92s hope we get an answer soon as to the=20 cause.

Jeff

=A0

From= :

&quo= t;Ed=20 Anderson" <eanderson@carolina.rr.com>

Subj= ect:

Sam= =20 Hodge Force landing - All OK

Date= :

Mon,= =20 8 Aug 2011 12:12:16 -0400

To:<= u>

&quo= t;Rotary=20 motors in aircraft"=20 <flyrotary@lancaironline.net>

3D"Message

3D"Undecoded<= /a>

Sam Hodges just= =20 called me to tell me about his forced landing after take off at Paduc= ha on=20 7 August.=A0 Ed K had notified me the day before of the incident but = I=20 wanted to get more details from Sam before reporting.

=A0

Engine sputtered= =20 and quit approx 200-300 ft after take off -=A0 Sam stated he had time= =20 to switch from A to B controller - but it made no difference.=A0 It w= as=20 a hot 97F day.=A0 Sam had performed runup before take off and all=20 appeared OK.

=A0

Sam made it to a= =20 dirt road after the engine quit, but the nose gear failed and the air= craft=20 also incurred some damage to the wing tips.=A0 He and his spouse Rose= =20 were shaken up a bit but bascially OK except for sore muscles,=20 etc.

=A0

Sam is meeting= =20 FAA guy to go over the aircraft - back at the hangar- today.=A0=20

=A0

As those of you= =20 who make it to the Paducha flyin last fall know - Sam and Rose have a= =20 beautifuly Renesis installation in an RV-7A - a really nice looking= =20 package.

=A0

Sam has been=20 working out the bugs of his installation - wrestling with temperature= s=20 primarily and this flight was to check out the effectiveness of some = of=20 his recent changes.

=A0

I'm sure Sam= =20 will let us know whatever is uncovered pertinent to the=20 incident.

=A0

Just great that= =20 no one was seriously injured or worst

=A0

Ed

=A0

=A0

Jeff=20 Whaley
Manage= r,=20 Test and Repair

International Data= casting=20 Corp.

Tele: 613-596-4120 = (ext:=20 2295)
Fax:=A0=20 613-5= 96-9208=

www= .datacast.com

=A0


This message, and the documents attached hereto,= is intended only for=20 the addressee and may contain privileged or confidential information. Any= =20 unauthorized disclosure is strictly prohibited. If you have received this= =20 message in error, please notify us immediately so that we may correct our= =20 internal records. Please then delete the original message. Thank=20 you.

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