Gaylen,
I'm sure I speak for everyone in that we're all very glad to hear that you were not hurt. Also, if it is ever determined, I would be interested to know what happened to cause a total engine failure. I can't think of too many engine related items that are a single point of failure, except for maybe the CAS, or fuel. It sounds like you made the best decision possible under the circumstances. I immediately begin to sweat if the engine even surges a bit or hiccups. That's one of the reasons I chose the 3-rotor, there's an extra rotor there in case one of the other two rotors quit making power. Again, we're sure glad that you escaped unhurt.
Mark S.
On 2/20/08, Ed Anderson <eanderson@carolina.rr.com> wrote:
Thanks for the first hand account, Gaylen
Really sorry to hear about your mishap - but very glad it ended with no
injury. Making the right decision in fractions of seconds is always to be
commended. You clearly did - as you walked away uninjured and no innocents
endangered. As hard as it must be to see your baby dented and crumpled,
airplanes can be rebuilt (or new ones built).
I had a somewhat similar incident happen to me about 6 years ago. Aborted
take off due to engine problem immediately after lift off. Made the
decision to try to set it back down on the 2200 ft runway as there was no
suitable off-field landing area (always easier to make a decision when there
is no choice). Touched down around 75 MPH 300 ft from end of runway and
was certain I had made the wrong choice as the end of the runway hurled at
me. Fortunately with a nose wheel up front I could apply maximum braking
and left 300 ft of rubber on the runway before ending up 12 ft off the end
in the grass about 60 ft short of a ravine. Fortunately only nerves and
seat cushion damaged. The HALTECH ECU I was using at the time ended up
failing completely one week later, fortunately during a ground run up to try
an determine the initial problem.
There is no doubt using experimental engines does add an element of risk -
on the other hand, its not like Lycoming powered aircraft have not
encountered similar situation a number of times.
Best Regards and thanks again
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
http://www.andersonee.com
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.dmack.net/mazda/index.html
----- Original Message -----
From: "Gaylen Lerohl" <lerohl@gctel.net>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent: Wednesday, February 20, 2008 8:54 AM
Subject: [FlyRotary] Re: Gaylen Okay?
>I can flesh out the accident report a bit. After a normal runup and
>take-off roll on Runway 31 the engine failed about midfield. The airport
>property comes to a point just SE of the end of the departure end of 31
>with a highway on the east and another on the south side of the airport
>fence. The prop wound down in about 2 seconds and stopped. I was too high
>and fast to land on the remaining runway and too low to glide beyond the
>roads off the end of the runway. Landing straight ahead would have put me
>on the road. Turning to the right and getting to the ground as soon as
>possible to try to stay within the airport fence seemed my only option.
>(Yes I know, landing straight ahead is the only acceptable procedure but
>dumping it on the busy road would assure injuries to innocents as well as
>myself )
>
> I rolled in full flaps, put the nose down and rolled about a 50 degree
> bank. I held 70 kt to the ground pulling as much turn as I dared to avoid
> a stall, attempted to level, touched down right wing low in two feet of
> snow, and skidded about 125 feet to a stop 100 feet from the fence. I
> quickly shut off the electric busses and exited the airplane. The right
> wing is bent and the right fuel tank ruptured. The gear splayed outward
> but was still supporting the airplane. Both fuel tank leading edge attach
> points pulled free as Van designed them. The five point harness, pulled
> snug, held me firmly in place. Crushing of the gear towers absorbed the
> shock and I had no injuries.
>
> The airplane has flown about 80 hours and 20 hours ground running. I have
> run diagnostics on the engine and do not know why it failed. The tanks
> were full, I had normal fuel pressure as I began the TO roll. The pumps
> still maintain fuel pressure. Using the diagnostic modes, there is still
> ignition and the injectors click normally. The prop is broken so I
> haven't attempted a start. I will not purchase the salvage to rebuild the
> airplane. I am fortunate that there were no injuries nor property damage.
>
> Gaylen Lerohl
>
>
>
>
> ----- Original Message -----
> From: "Bulent Aliev" <atlasyts@bellsouth.net>
> To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
> Sent: Tuesday, February 19, 2008 10:35 PM
> Subject: [FlyRotary] Re: Gaylen Okay?
>
>
>> NTSB Identification: CHI08CA057.
>> The docket is stored in the Docket Management System (DMS). Please
>> contact Records Management Division
>> 14 CFR Part 91: General Aviation
>> Accident occurred Sunday, December 30, 2007 in Alexandria, MN
>> Aircraft: Lerohl RV-8, registration: N5093F
>> Injuries: 1 Uninjured.
>>
>> The pilot reported that he conducted a preflight and run-up of the
>> amateur-built experimental airplane, and he reported that it was
>> operating normally. The airplane had climbed to 200 - 300 feet at 90
>> knots when the engine lost power. The pilot executed a forced landing to
>> the airport property. The airplane landed hard and the main landing gear
>> collapsed. The airplane and engine were inspected but the reason for the
>> loss of power was not determined.
>>
>>
>
>
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