X-Virus-Scanned: clean according to Sophos on Logan.com From: "Ernest Christley" Received: from sonic321-25.consmr.mail.gq1.yahoo.com ([98.137.66.88] verified) by logan.com (CommuniGate Pro SMTP 6.2c3) with ESMTP id 9797467 for flyrotary@lancaironline.net; Sat, 03 Jun 2017 23:40:33 -0400 Received-SPF: none receiver=logan.com; client-ip=98.137.66.88; envelope-from=echristley@att.net DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=att.net; s=s1024; t=1496547597; bh=v18m8p8z8Cye6bC3pWxzHk0o7fxx+uuPugf4ASCPbIU=; h=Date:From:Reply-To:To:Subject:References:From:Subject; b=f9C8D2C0iFaEjJ5q1cLL/PSqXCA2bhY2p2vTVkYmdI4X1rxYe5RvbxaxLSGBMqZqQxTMeNX+tHOUJpeaaU/FfhO5SoZUn7PD22JdqPVuDpiT6Auo/ikPFycMnX1G+53vP/SXs0Z8HdEmTu2JHgos13XwjFRTpT8XcZfJi2+I9H4= X-YMail-OSG: Zr6txNUVM1mHNeYfg.QUHuqN_8AdStBD1DBahzeUo3AHKt0wjRHfcRCPQKaO4va LAnQV1FEtWur5C_Fjne9Llx40zh6iMt9pzJbQpjPN3BwlG9jwihsDJSNkpBE6dDN6fKYvXyc3kK_ Cqit9eq80A8cDe4tbPhyeT0ot2Zd_yh7MYSDWRkVXvFBEcTyhAwhr0O9J1b.2WEE34bcPig7C5wq leKK_OCKHckcPhD8iRN_K.OH_zateqG.owSF94btM7Obr4U1hln_tbUVfzVM6CZo3_M3JB91V7u_ vyxfFZXtIxpn0QmnMwrG6FXBaonaZiZdBcHoReHdZdPwR_P4FQOF3tcCFXqUBoJ3d9A6EFOx27rc 6AJ3B4ycbcNd6MSrkNkMtAL7WqglfbpcX3m9bRsF60wbQLC5.NXhvO_sh7pf8spn7JjOA.5WmD6p PhQ0uGwITBd7IQgXVvB1LJQp_Env1JWRGO7j68fh873lyQGv0hi2djj5ZXMeKLJ1l0CiUqu6mD1o C61LwtY9pXFzO2Iy_PThmMAaTTsSaSF2lu00ZHEVW.4d9NVRlpUUm9Hj0SGQzFYl4_Ee0saZZC0W lbI6_ Received: from sonic.gate.mail.ne1.yahoo.com by sonic321.consmr.mail.gq1.yahoo.com with HTTP; Sun, 4 Jun 2017 03:39:57 +0000 Date: Sun, 4 Jun 2017 03:39:56 +0000 (UTC) Reply-To: Ernest Christley To: Rotary motors in aircraft Message-ID: <589049927.1735865.1496547596956@mail.yahoo.com> Subject: Re: [FlyRotary] Re: Engine out MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_Part_1735864_675617389.1496547596953" References: <589049927.1735865.1496547596956.ref@mail.yahoo.com> X-Mailer: WebService/1.1.9778 YahooMailNeo Mozilla/5.0 (X11; Ubuntu; Linux x86_64; rv:43.0) Gecko/20100101 Firefox/43.0 Content-Length: 16897 ------=_Part_1735864_675617389.1496547596953 Content-Type: text/plain; charset=UTF-8 Content-Transfer-Encoding: quoted-printable It's a low wing airplane.=C2=A0 The fuel selector is on the floor.=C2=A0 No= choice but to have some sort of extension to bring the handle up to were i= t can be accessed.=C2=A0=20 But, the switch is a single point of failure. The pumps bring the fuel up t= o a "header tank".... which is really a float bowl bolted to an aluminium p= late, which gravity feeds the carb.=C2=A0 I'm contemplating how to make swi= tch less important, but everything has it's drawbacks. If not a Rotary head, I'm at least a flyrotary head.=C2=A0=C2=A0 I'm a memb= er of several email list.=C2=A0 When it comes to identifying and working th= rough problems, vs political infighting, not one compares to this one.=C2= =A0 Which is why I continue to hang around.=C2=A0 :-) My wife of three months wants a bigger plane.=C2=A0 I'm thinking a Bearhawk= .=C2=A0 With a rotary!! =20 On Saturday, June 3, 2017 9:47 PM, Todd Bartrim wrote: =20 Geezz Ernest, I'm glad you're alright! That really sucks, but at least you= 're determined (stubborn?) enough to get right back at it.=C2=A0 I've alway= s felt the fuel delivery system is the most challenging part to get right. = Due to design issues it is sometimes hard to get it dead simple. In my case= it's because I've got to manage so darn many tanks, but in your case I wou= ld assume for some reason the selector was located out of reach, requiring = an extension rod?=C2=A0 I can also assume you've already thought that one o= ver and how to eliminate that in your rebuild.=C2=A0 =C2=A0I'm glad you sti= ll report to the list as regardless of engine choice, you still share many = of the same challenges as we do.Besides, once a RotorHead, always a RotorHe= ad! ToddC-FSTB Todd Bartrim On Sat, Jun 3, 2017 at 6:12 PM, Ernest Christley wrote: I'm running a Corvair instead of a rotary, but I thought you guys would be = interested in how I seem to be chasing Ed's gliding time. Monday, I started the day with 3 hours of fuel, plus an hour's reserve. The= plane had been down for 2 months while I did some upgrades, and I went out= and did all sorts of interesting flying for 1.7 hours.=C2=A0 The weather w= as beautiful, and the plane was performing better than it ever has.=C2=A0 I= was reluctantly headed in for the day, when the right tank ran dry.=C2=A0 = I tried to switch, but the left tank wouldn't come online. I called an emer= gency on KTTA's frequency, since I had been circling their airspace the who= le time (just in case something happened). It was nice to get that support = from other pilots over the air, even if there was not one dang thing they c= ould do.=C2=A0 I was 12 miles out, with the airport clearly in sight.=C2=A0= I headed straight for it as I continued to play with the selector switch.= =C2=A0 My dual electric fuel pumps make a clackity racket when they're runn= ing dry, so I kept moving the handle back and forth hoping for the noise to= turn into that deep guttural sounds that lets me know fuel is flowing.=C2= =A0 I got nuthin', and TTA kept climbing up my windshield. I turned toward highway US421.=C2=A0 It was covered in cars, and it soon be= came apparent that it wasn't going to happen either.=C2=A0 I looked around,= picked a field, and set up a pattern to it.=C2=A0 Initially, it was a toba= cco field, but I had come in to hot.=C2=A0 I had been afraid of extending t= he pattern to far.=C2=A0 There was a gravel road running beside it, so I sw= ung over, but it took a sharp right about 100yds ahead.=C2=A0 I didn't thin= k I could make the turn, so I banked left into an open field. The clumps of= grass were about 8" high. The nose wheel caught, folded under, and I slid = along on the cowl. I've spent the past week pulling airplane parts out of the farmer's field, = and today I got about the business of determining what happened.=C2=A0 The = gascolator had a few pieces of trash in the bottom, but I'm not sure from w= here it came from.=C2=A0 I took the selector valve apart, and there didn't = seem to be anything going on with it.=C2=A0 It turned smoothly, if not some= what stiffly.=C2=A0 Then I played with the rod that connected the selector = handle to the valve.=C2=A0 It was made from a 9" length of threaded rod.=C2= =A0 An adaptor pinned it onto the valve's post.=C2=A0 Another adaptor conne= cted to the inside of the handle.=C2=A0 Without turning an allen wrench pus= hed through the pin hole, I could turn the selector handle 90 degrees.=C2= =A0 The rod just twisted like bubble gum. Apparently, with two months of si= tting, the valve had gotten sticky enough that the rod gave before it did.= =C2=A0=C2=A0 I was completely unharmed.=C2=A0 I've suffered more damage getting the plan= e out of the field than I did putting it there.=C2=A0 The nose gear, firewa= ll, forward belly and left side skin are trashed.=C2=A0 The rebuild starts = tomorrow with building a stand to hold the engine while I work the aluminiu= m. =20 =20 ------=_Part_1735864_675617389.1496547596953 Content-Type: text/html; charset=UTF-8 Content-Transfer-Encoding: quoted-printable
It's a low wing airplane.  The fuel= selector is on the floor.  No choice but to have some sort of extensi= on to bring the handle up to were it can be accessed. 
<= br clear=3D"none">
But, the sw= itch is a single point of failure. The pumps bring the fuel up to a "header= tank".... which is really a float bowl bolted to an aluminium plate, which= gravity feeds the carb.  I'm contemplating how to make switch less im= portant, but everything has it's drawbacks.

If not a Rotary head, I'm at least a flyrotary head.=    I'm a member of several email list.  When it comes to ide= ntifying and working through problems, vs political infighting, not one com= pares to this one.  Which is why I continue to hang around.  :-)<= /div>

My wife o= f three months wants a bigger plane.  I'm thinking a Bearhawk.  W= ith a rotary!!



On Saturday, June 3, 20= 17 9:47 PM, Todd Bartrim <flyrotary@lancaironline.net> wrote:


Geezz Ernest, I'm glad you're alright! That really sucks, but at least yo= u're determined (stubborn?) enough to get right back at it.
  I've= always felt the fuel delivery system is the most challenging part to get r= ight. Due to design issues it is sometimes hard to get it dead simple. In m= y case it's because I've got to manage so darn many tanks, but in your case= I would assume for some reason the selector was located out of reach, requ= iring an extension rod?
  I can also assume you've already t= hought that one over and how to eliminate that in your rebuild.
&= nbsp;  I'm glad you still report to the list as regardless of engine c= hoice, you still share many of the same challenges as we do.
Besi= des, once a RotorHead, always a RotorHead!

Todd
C-FSTB

Todd Bartrim

On Sat, Jun 3, 2= 017 at 6:12 PM, Ernest Christley <flyrotary@lancaironline.ne= t> wrote:
I'm running a Corvair instead of a rotary, but I = thought you guys would be interested in how I seem to be chasing Ed's glidi= ng time.

=
Monday, I started the day with 3 hours of fuel, plus an hour's reserve. The plane h= ad been down for 2 months while I did some upgrades, and I went out and did= all sorts of interesting flying for 1.7 hours.  The weather was beaut= iful, and the plane was performing better than it ever has.  I was rel= uctantly=20 headed in for the day, when the right tank ran dry.  I tried to switch= , but the left tank=20 wouldn't come online. I called an emergency on KTTA's frequency, since I h= ad been circling their airspace the whole time (just in case something happ= ened). It was nice to get that support from other pilots over the air, even= if there was not one dang thing they could do.  I was 12 miles out, w= ith the airport clearly in sight.  I headed straight for it as I conti= nued to play with the selector switch.  My dual electric fuel pumps ma= ke a clackity racket when they're running dry, so I kept moving the handle = back and forth hoping for the noise to turn into that deep guttural sounds = that lets me know fuel is flowing.  I got nuthin', and TTA kept climbi= ng up my windshield.

<= /div>
I turned toward highway US421.  It was covere= d in cars, and it soon became apparent that it wasn't going to happen eithe= r.  I looked around, picked a field, and set up a pattern to it. = Initially, it was a tobacco field, but I had come in to hot.  I had b= een afraid of extending the pattern to far.  There was a gravel road r= unning beside it, so I swung over, but it took a sharp right about 100yds a= head.  I didn't think I could make the turn, so I banked left into an = open field. The clumps=20 of grass were about 8" high. The nose wheel caught, folded under, and I slid along on the cowl.

= I've spent the past week pulling airplane parts out of the farmer's field, = and today I got about the business of determining what happened.  The = gascolator had a few pieces of trash in the bottom, but I'm not sure from w= here it came from.  I took the selector valve apart, and there didn't = seem to be anything going on with it.  It turned smoothly, if not some= what stiffly.  Then I played with the rod that connected the selector = handle to the valve.  It was made from a 9" length of threaded rod.&nb= sp; An adaptor pinned it onto the valve's post.  Another adaptor conne= cted to the inside of the handle.  Without turning an allen wrench pus= hed through the pin hole, I could turn the selector handle 90 degrees. = ; The rod just twisted like bubble gum. Apparently, with two months of sitt= ing, the valve had gotten sticky enough that the rod gave before it did.&nb= sp; 

I was completely unharmed.  I've suffered more damage getti= ng the plane out of the field than I did putting it there.  The nose g= ear, firewall, forward belly and left side skin are trashed.  The rebu= ild starts tomorrow with building a stand to hold the engine while I work t= he aluminium.


<= /div>
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