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Ed,
A very well written account. I'm sure that you probably used up a few weeks
supply of adrenalin when that happened.
By the way, I fired up my engine last weekend. I was thrilled that it
started after only 3-4 seconds of cranking.
I'm a long ways from flying yet, but at least I'm a step closer. Thanks for
all of your help.
Steve Brooks
Cozy MKIV CH 23&24
13BT rotary
-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On
Behalf Of Ed Anderson
Sent: Monday, October 20, 2003 10:46 PM
To: Rotary motors in aircraft
I truly appreciate all the supporting e mails consoling me about no longer
being on the rotaryeng list, don't know what I would have done without it
{:>). Actually, I was so concerned I went flying today, beautiful day with
clear skies and moderate temperatures. Also wanted to check out that the
gearbox Tracy had shipped back was properly installed with no oil leaks,
etc., before I flew down to Shady Bend this coming weekend.
This was the first flight since Tracy fixed the gear box that my flaking
nickel plating almost did in. I had been thinking had I gotten airborne and
had that gearbox seize up - it would not have been nice. So as you might
imagine I was keenly attuned to anything unusual as I took off on this first
flight after reinstalling the gearbox. Also wanted to check that my 33%
decrease in radiator duct inlet area was still cooling adequately.
After flying approx 20 minutes I was turning over a small airport to head
back home and check under the cowl to make certain no oil leaks, when
suddenly there was a terrific racket and a vibration through the airframe.
I hastily scanned all my engine instruments - fuel pressure OK, Water oil
temps OK, oil pressure OK, - wait, was it fluctuating a bit?. The engine
was still turning, but for how long?
Was there more nickel plating in some place I had failed to notice, was the
gear box seizing, was the engine fixing to seize. Those and more thoughts
took about 9/10ths of a second to race through my head (well, maybe a bit
longer).
My incisive conclusion was that "something" was wrong with the engine and/or
gearbox. Since the only thing I had recently messed with was the gearbox
and the oil supply they were the prime suspects - I had images of the engine
seizing (yeah I know the oil pressure said OK, but it appeared to be
fluctuating a bit - you have to be there) and possibly throwing a prop.
Also if an oil problem, I really didn't want to fry the bearings of the
engine.
Releasing my grip on the seat cushion, I leaned over and flicked off the
fuel injectors. Well that did stop the noise and vibration, as well as the
prop which slowed down and stopped - no surprise there! I've see that
before! Altitude was 4000 MSL. Only the "whoosh" of air over the canopy
and the zzzzzz of the fuel pump which I decided to leave on should I decide
to relight the fire. So I raised the nose for best glide speed and started
down for the airport. Hey, this is the second time and this time I even
managed to get off a few radio calls to the airport Unicom. Just advised
them of some engine difficulties and that I would be ahem....making a
"precautionary" landing on 17 in a few minutes {:>).
Once again, I confirmed that best glide was 87 MPH which gave me 650-750 fpm
rate of descent in my RV-6A. Came over the down wind end (at least that was
different than the first time), checked my altimeter and confirmed what my
eyeball said. Dumped full flaps as I do come in a bit on the high side
normally (and especially when the fan is stopped), did some slipping and "S"
turns to bleed off altitude and made a nice landing and rolled off the
runway at the first taxi way. A group of the local airport crowd came up
and pulled me back to the FBO area.
Well, to make a long story shorter, nothing wrong with the engine or gear
box. My *&#^% pilot side muffler pipe (I have one on each side underneath)
had backed out of its header tube and the terrific noise I heard was simply
120 DB exhaust right under my feet. Can actually feel the exhaust impulse
on the floor board which accounted for the vibration I had felt.
But, I was so attuned to a gearbox/engine scenario that it never occurred
to me that it was simple the exhaust - so again a bit embarrassing, but not
as much as the failure to switch fuel tanks that first time. Besides, I
don't think I really wanted that hot exhaust blowing straight out of the
header back on that thin aluminum bottom.
So, found out that a pin that I use to keep the two tubes together had
apparently failed and the clamp itself couldn't hold the tubes together. The
FBO was serving free hamburgers, so enjoy meeting another group of hangar
bums and had a great lunch. Fixed the exhaust and had an uneventful flight
home.
So my "glider" time is now up to about 15 minutes and it was a bit less
thrilling (if you believe that {:>)) than the first time over broken
overcast.
Like I say, if its going to happen - it WILL happen to me - well, I admit -
I did intentionally shut off the engine this time to preclude damage and to
keep it ready should I find my gliding eyeball was inaccurate and needed a
power boost toward the end of the glide.
Just another day of adventure in rotary land with Ed Anderson.
Ed Anderson
RV-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
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