X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [199.185.220.220] (HELO priv-edtnes57.telusplanet.net) by logan.com (CommuniGate Pro SMTP 4.3.4) with ESMTP id 1004842 for flyrotary@lancaironline.net; Fri, 17 Jun 2005 01:07:33 -0400 Received-SPF: pass receiver=logan.com; client-ip=199.185.220.220; envelope-from=echolakeresort@telus.net Received: from boucher-oddle24 ([207.194.26.188]) by priv-edtnes57.telusplanet.net (InterMail vM.6.01.04.04 201-2131-118-104-20050224) with SMTP id <20050617050645.XQMY12927.priv-edtnes57.telusplanet.net@boucher-oddle24> for ; Thu, 16 Jun 2005 23:06:45 -0600 MIME-Version: 1.0 Message-Id: <42B25A61.00003A.03956@BOUCHER-ODDLE24> Date: Thu, 16 Jun 2005 22:06:41 -0700 (Pacific Standard Time) Content-Type: Multipart/Alternative; boundary="------------Boundary-00=_57Q7TDQ3LVC000000000" X-Mailer: IncrediMail (3001609) From: "Echo Lake Fishing Resort (Georges Boucher)" References: To: Subject: Re: [FlyRotary] Ed Update.. X-FID: FLAVOR00-NONE-0000-0000-000000000000 X-Priority: 3 --------------Boundary-00=_57Q7TDQ3LVC000000000 Content-Type: Text/Plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable This is speculating on my part, but there must have been a high heat sour= ce to start the fire, (seized Caliper?) a cracked line would cause the fluid= to lubricate the pads & disk only if the were at normanl temp.=0D Georges B.=0D =0D -------Original Message-------=0D =0D From: Rotary motors in aircraft=0D Date: 06/16/05 21:49:49=0D To: Rotary motors in aircraft=0D Subject: [FlyRotary] Ed Update..=0D =0D Spoke with Ed today, he returned my call when he was done today...=0D =0D He didn't get to mount the engine today due to non-aviation related=0D issues, but plans on doing so in the morning. Turns out he is at Allen=0D Parish (L42).. which is actually a pretty nice strip to be stranded at=0D (fuel, power, somewhat attended - the County subsidizes or encourages a=0D family to live on field, and they manage the ground power cart, keep an=0D eye on things.. etc).. The Coushatta Casino in Kinder (15 miles away)=0D supported several renovations a few years back, and as a result there is=0D a long, paved runway, Jet A, Av Gas, and a hospitality building that is=0D stocked.. and not just with soft drinks. I've made the gambling=0D flight/run several times, but only once did the timing work out to where=0D I knew I could drink.=0D =0D Anyways, we discussed his failure modes and one thing that stuck in my=0D mind was that he had both a brake fire as well as an engine issue. I had=0D yet to get the whole story - if it was already on here, I missed it...=0D =0D He plans to mount up things tomorrow, and he declined my offer to drive=0D 3 hours and bring tools.. he ended up going to a John Deere dealer=0D (tractors, for you city folk) to get "The Big Nut" off... of course, he=0D let his very strong nephew loosen it up (or try to) a bit first before=0D taking it to them.. I guess he didnt want to overstress their power=0D tools (grin).=0D =0D Without stealing any of the wind out of his sails (and leaving the story=0D for him to tell when he gets back), I was told that his brake line was=0D aluminum tubing that had a fatigue failure (which to me sounded like an=0D inevitable event, given what I've heard about aluminum and high=0D pressures/fatigue cycles).=0D =0D So my question:=0D How common is aluminum tubing in brake lines from a "per plans"=0D standpoint. Does anyone else agree or disagree with the notion that this=0D may be asking for trouble? Ed has said that he has replaced the=0D offending part with braided hoses, so the problem should not recur at=0D the same location.=0D =0D Also, i never realized that brake fluid was flammable.. I did not ask Ed=0D what flavor he used.. but what are the specs with regards to=0D flammability on the different types of fluid? If for some reason I have=0D a loss of fluid on a hot caliper, I'd rather have a wet caliper, not a=0D fireball. (yes.. ed had a fireball... but being a metal plane, tolerated=0D the transient heat better than us plastic plane guys would have.). There=0D was a ditch with some water conveniently next to the runway on the side=0D opposite of the failed brake..=0D =0D Anyways.. those are my questions.. tubing and fluid...=0D Any takers?=0D =0D Dave=0D =0D =0D >> Homepage: http://www.flyrotary.com/=0D >> Archive: http://lancaironline.net/lists/flyrotary/List.html --------------Boundary-00=_57Q7TDQ3LVC000000000 Content-Type: Text/HTML; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
This is speculating on my part, but there must have been a high heat= source to start the fire, (seized Caliper?) a cracked line would ca= use the fluid to lubricate the pads & disk only if the were at norman= l temp.
Georges B.
 
-------Original Message-------
 
Date: 06/16/05 21:= 49:49
Subject: [FlyRotar= y] Ed Update..
 
Spoke with Ed today, he returned my call when he was done today...
 
He didn't get to mount the engine today due to non-aviation related<= /DIV>
issues, but plans on doing so in the morning. Turns out he is at All= en
Parish (L42).. which is actually a pretty nice strip to be stranded = at
(fuel, power, somewhat attended - the County subsidizes or encourage= s a
family to live on field, and they manage the ground power cart, keep= an
eye on things.. etc).. The Coushatta Casino in Kinder (15 miles away= )
supported several renovations a few years back, and as a result ther= e is
a long, paved runway, Jet A, Av Gas, and a hospitality building that= is
stocked.. and not just with soft drinks. I've made the gambling
flight/run several times, but only once did the timing work out to w= here
I knew I could drink.
 
Anyways, we discussed his failure modes and one thing that stuck in = my
mind was that he had both a brake fire as well as an engine issue. I= had
yet to get the whole story - if it was already on here, I missed it.= =2E.
 
He plans to mount up things tomorrow, and he declined my offer to dr= ive
3 hours and bring tools.. he ended up going to a John Deere dealer
(tractors, for you city folk) to get "The Big Nut" off... of course,= he
let his very strong nephew loosen it up (or try to) a bit first befo= re
taking it to them.. I guess he didnt want to overstress their power<= /DIV>
tools (grin).
 
Without stealing any of the wind out of his sails (and leaving the s= tory
for him to tell when he gets back), I was told that his brake line w= as
aluminum tubing that had a fatigue failure (which to me sounded like= an
inevitable event, given what I've heard about aluminum and high
pressures/fatigue cycles).
 
So my question:
How common is aluminum tubing in brake lines from a "per plans"
standpoint. Does anyone else agree or disagree with the notion that = this
may be asking for trouble? Ed has said that he has replaced the
offending part with braided hoses, so the problem should not recur a= t
the same location.
 
Also, i never realized that brake fluid was flammable.. I did not as= k Ed
what flavor he used.. but what are the specs with regards to
flammability on the different types of fluid? If for some reason I h= ave
a loss of fluid on a hot caliper, I'd rather have a wet caliper, not= a
fireball. (yes.. ed had a fireball... but being a metal plane, toler= ated
the transient heat better than us plastic plane guys would have.). T= here
was a ditch with some water conveniently next to the runway on the s= ide
opposite of the failed brake..
 
Anyways.. those are my questions.. tubing and fluid...
Any takers?
 
Dave
 
 
>>  Homepage:  http://www.flyrotary.com/
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