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From: CozyGirrrl@aol.com
Message-ID: <66cfd.71317ace.3b953e18@aol.com>
Date: Sun, 4 Sep 2011 16:48:24 -0400 (EDT)
Subject: Re: [FlyRotary] Re: The good news and the bad news......
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You mean one of the several downwind landings made that morning? =)
I believe all of the fly in guests made a downwind landing on  arrival.
 
Chrissi &  Randi
_www.CozyGirrrl.com_ (http://www.cozygirrrl.com/) 
CG  Products, Custom Aircraft Hardware
Chairwomen, Sun-N-Fun Engine Workshop


In a message dated 9/4/2011 3:43:17 P.M. Central Daylight Time,  
bobperk90658@bellsouth.net writes:

 

Bill,
I am glad that no one was hurt.  It is a shame that the plane was  damaged, 
but it is good that repairs are in the making.


I Will Send you pictures of your landing last year at Paducah if you  like. 
 Let me know.


Bob Perkinson
RV-9 13B  



 
____________________________________
 From: Bill Eslick  <wgeslick@gmail.com>
To: Rotary motors in aircraft  <flyrotary@lancaironline.net>
Sent: Fri, September 2, 2011 10:51:50  PM
Subject: [FlyRotary] The  good news and the bad news......

I have been holding up  reporting this until all the facts are in, but that 
might never happen, so  here we go.

Good news:  No injuries.   

Bad news:  I have some work to do.

Photos at:   _http://www.tiny9.com/u/2101_ (http://www.tiny9.com/u/2101) 

On August 16th at 10 AM, I lined up for  takeoff at my home airport (3600' 
paved) into a 5 knot headwind.  I had  just finished changing the oil and 
filter and plugs.  Run-up was fine, so  off I went.  Approximately mid-field, 
and a couple of hundred feet in the  air, it suddenly and without any 
warning became very silent.

Hit the  big switch which puts direct battery power to everything engine, 
but no  noise.  No more time.  At this point flying the machine becomes THE  
priority.  Dropped the nose and was amazed to see a little bit of runway  
under the nose!  I had fully expected to land in trees, houses or the  river, 
so I dove what seemed like straight down to capture as much runway as  
possible while (somehow) holding the electric flap switch long enough to get  
full flaps (noticed this later).  Pulled probably my best round-out ever  - no 
bounce.  Brakes to max and tail up for weight.  I think my  sub-concious put 
it all the way on the nose to try to prevent going through  the fence and 
down the hill.  Wheel skid starts about 200 feet from the  stopping point.  
Skid marks from the wheel pants, cowling and prop run  about the last 50 
feet.  It stopped nose down just off the end.  The  tail was still over 
pavement.  Pushed the slider canopy UPHILL, stepped  out and down.  Noticed that I 
was not even scared by the whole  event.  Interesting.  Never even considered 
trying to turn  around.  Pre-thinking that non-option apparently paid off.  
 

More good news.  No FAA or NTSB as it was a non-reportable  incident.  
Didn't even bend the gear legs.  Also, my neighbor  crashed in a Challenger 
about 10 minutes earlier at the city airport about 10  miles away.  The police 
and rescue types were headed that way (they had  injuries) and were not 
interested in my minor mishap.

As for the  engine.  When we got it back to the hangar, the prop would turn 
only  haltingly.  You could feel grinding going on inside.  First try at  
turning had it come up hard and stop.  More fooling with it and it  gradually 
came looser and would turn.  Really looked like something came  loose in 
there.  Pulled a plug from each rotor and did a compression  test.  Rotor 1 
was 80-80-80.  Rotor 2 was 2-2-2.  More proof  that something had come loose.  
With that evidence, the insurance company  allowed me to remove the engine 
for inspection.  What I found was a pile  of ground up ceramic junk.  All 
the seals were still fine.  Lots of  time went in to finding where that stuff 
came from.  Went through every  inch of the induction system.  Finally Jason 
Hutchison (my other  on-airport rotary guy) broke the code.  While the RV 
was standing on it's  nose, this crap from my burned-out Hushpower II ran 
back up the manifold and  in the exhaust port.  That is what was grinding.  
Crap.  Now  the entire thing is off the firewall including the engine mount.  
All the  wiring is disconnected (did not find anything loose or missing).  I 
spent  the morning looking under the panel for any loose or broken wiring, 
but found  none.  When I get the EC-2 out, Jason wants to plug it into his 
plane and  we'll do the plugs and injectors test.  If that checks out, Tracy, 
it is  coming to you for a good look.  I don't know what else to check.   
The engine quit just like somebody reached over and turned off the  ignition.  
No stumble, no hiccup, just instant silence.  I honestly  do not know if 
the prop was turning or not.  I suspect not, due to the  silence and the fact 
that one blade is untouched.

As you can see from  the photos, there was something going on with Rotor 1. 
 Wear is apparent  down stream from the plug holes and all 3 apex seals are 
starting to chip in  the center.  There is quite a lot of carbon also on 
the rotors after 170  hours.

Going forward, I have decided to look at resale value for  if/when my RV-12 
days arrive.  This means putting a (gasp) IO-360 on  it.  The rotary has 
given me a safe 10-year run (til now, of course), so  I have no regrets, but 
this is an opportunity to make some changes, and parts  are already on the 
way.  I will still be hanging out at the engine tent  at S-n-F and wherever 
else gatherings happen.  Hope to be flying by the  first of next year....

I'm sure some of you will have suggestions about  what might have gone 
wrong, and I welcome any kind of speculation, but bear in  mind I am just 
looking at a pile of parts and wires at this point.  Both  fuel pumps were on, 
tanks were over half full, crank angle sensor worked  fine.

Guess it's obvious that I now have a RD-1A, EC-2, EFI Monitor  (Ed's),  
Felix 68/72 and Props Inc 68/72 wood props and LOTS of engine  parts (my whole 
14-year stash) available!  And priced to sell!

Bill Eslick
RV-6 13B/NA EC-2 RD-1A
750  Hours










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Content-Type: text/html; charset="US-ASCII"
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<!DOCTYPE HTML PUBLIC "-//W3C//DTD HTML 4.0 Transitional//EN">
<HTML><HEAD>
<META http-equiv=3DContent-Type content=3D"text/html; charset=3DUS-ASCII">
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<BODY id=3Drole_body style=3D"FONT-SIZE: 10pt; COLOR: #000000; FONT-FAMILY:=
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face=3DArial color=3D#000000 size=3D2>
<DIV>You mean one of the several downwind landings made that morning? =3D)<=
/DIV>
<DIV>I believe&nbsp;all of the fly in guests made a downwind landing on=20
arrival.</DIV>
<DIV>&nbsp;</DIV>
<DIV><FONT lang=3D0 face=3DArial size=3D2 FAMILY=3D"SANSSERIF" PTSIZE=3D"10=
">Chrissi &amp;=20
Randi<BR><A href=3D"http://www.cozygirrrl.com/">www.CozyGirrrl.com</A><BR>C=
G=20
Products, Custom Aircraft Hardware<BR>Chairwomen, Sun-N-Fun Engine Workshop=
<BR>
<DIV>&nbsp;</DIV>
<DIV>
<DIV>In a message dated 9/4/2011 3:43:17 P.M. Central Daylight Time,=20
bobperk90658@bellsouth.net writes:</DIV>
<BLOCKQUOTE=20
style=3D"PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: blue 2px solid">=
<FONT=20
  style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size=
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  <DIV=20
  style=3D"FONT-SIZE: 12pt; FONT-FAMILY: 'times new roman', 'new york', tim=
es, serif">
  <DIV></DIV>
  <DIV>Bill,</DIV>
  <DIV>I am glad that no one was hurt. &nbsp;It is a shame that the plane w=
as=20
  damaged, but it is good that repairs are in the making.</DIV>
  <DIV><BR></DIV>
  <DIV>I Will Send you pictures of your landing last year at Paducah if you=
=20
  like. &nbsp;Let me know.</DIV>
  <DIV><BR></DIV>Bob Perkinson<BR>RV-9 13B=20
  <DIV><BR></DIV>
  <DIV=20
  style=3D"FONT-SIZE: 12pt; FONT-FAMILY: times new roman, new york, times, =
serif"><BR>
  <DIV=20
  style=3D"FONT-SIZE: 12pt; FONT-FAMILY: times new roman, new york, times, =
serif"><FONT=20
  face=3DTahoma size=3D2>
  <HR SIZE=3D1>
  <B><SPAN style=3D"FONT-WEIGHT: bold">From:</SPAN></B> Bill Eslick=20
  &lt;wgeslick@gmail.com&gt;<BR><B><SPAN=20
  style=3D"FONT-WEIGHT: bold">To:</SPAN></B> Rotary motors in aircraft=20
  &lt;flyrotary@lancaironline.net&gt;<BR><B><SPAN=20
  style=3D"FONT-WEIGHT: bold">Sent:</SPAN></B> Fri, September 2, 2011 10:51=
:50=20
  PM<BR><B><SPAN style=3D"FONT-WEIGHT: bold">Subject:</SPAN></B> [FlyRotary=
] The=20
  good news and the bad news......<BR></FONT><BR><FONT=20
  style=3D"FONT-FAMILY: trebuchet ms, sans-serif" size=3D4>I have been hold=
ing up=20
  reporting this until all the facts are in, but that might never happen, s=
o=20
  here we go.</FONT><BR>
  <DIV class=3Dgmail_quote><FONT size=3D4><FONT=20
  face=3D"trebuchet ms,sans-serif"><BR>Good news:&nbsp; No injuries.&nbsp;=
=20
  <BR><BR>Bad news:&nbsp; I have some work to do.<BR><BR>Photos at:&nbsp;=
=20
  </FONT></FONT><STRONG><A title=3Dhttp://www.tiny9.com/u/2101=20
  href=3D"http://www.tiny9.com/u/2101" target=3D_blank=20
  rel=3Dnofollow>http://www.tiny9.com/u/2101</A></STRONG><BR><FONT size=3D4=
><FONT=20
  face=3D"trebuchet ms,sans-serif"><BR>On August 16th at 10 AM, I lined up =
for=20
  takeoff at my home airport (3600' paved) into a 5 knot headwind.&nbsp; I =
had=20
  just finished changing the oil and filter and plugs.&nbsp; Run-up was fin=
e, so=20
  off I went.&nbsp; Approximately mid-field, and a couple of hundred feet i=
n the=20
  air, it suddenly and without any warning became very silent.<BR><BR>Hit t=
he=20
  big switch which puts direct battery power to everything engine, but no=
=20
  noise.&nbsp; No more time.&nbsp; At this point flying the machine becomes=
 THE=20
  priority.&nbsp; Dropped the nose and was amazed to see a little bit of ru=
nway=20
  under the nose!&nbsp; I had fully expected to land in trees, houses or th=
e=20
  river, so I dove what seemed like straight down to capture as much runway=
 as=20
  possible while (somehow) holding the electric flap switch long enough to =
get=20
  full flaps (noticed this later).&nbsp; Pulled probably my best round-out =
ever=20
  - no bounce.&nbsp; Brakes to max and tail up for weight.&nbsp; I think my=
=20
  sub-concious put it all the way on the nose to try to prevent going throu=
gh=20
  the fence and down the hill.&nbsp; Wheel skid starts about 200 feet from =
the=20
  stopping point.&nbsp; Skid marks from the wheel pants, cowling and prop r=
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; The=20
  tail was still over pavement.&nbsp; Pushed the slider canopy UPHILL, step=
ped=20
  out and down.&nbsp; Noticed that I was not even scared by the whole=20
  event.&nbsp; Interesting.&nbsp; Never even considered trying to turn=20
  around.&nbsp; Pre-thinking that non-option apparently paid off.&nbsp;=20
  <BR><BR>More good news.&nbsp; No FAA or NTSB as it was a non-reportable=
=20
  incident.&nbsp; Didn't even bend the gear legs.&nbsp; Also, my neighbor=
=20
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t 10=20
  miles away.&nbsp; The police and rescue types were headed that way (they =
had=20
  injuries) and were not interested in my minor mishap.<BR><BR>As for the=
=20
  engine.&nbsp; When we got it back to the hangar, the prop would turn only=
=20
  haltingly.&nbsp; You could feel grinding going on inside.&nbsp; First try=
 at=20
  turning had it come up hard and stop.&nbsp; More fooling with it and it=
=20
  gradually came looser and would turn.&nbsp; Really looked like something =
came=20
  loose in there.&nbsp; Pulled a plug from each rotor and did a compression=
=20
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of=20
  that something had come loose.&nbsp; With that evidence, the insurance co=
mpany=20
  allowed me to remove the engine for inspection.&nbsp; What I found was a =
pile=20
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s of=20
  time went in to finding where that stuff came from.&nbsp; Went through ev=
ery=20
  inch of the induction system.&nbsp; Finally Jason Hutchison (my other=20
  on-airport rotary guy) broke the code.&nbsp; While the RV was standing on=
 it's=20
  nose, this crap from my burned-out Hushpower II ran back up the manifold =
and=20
  in the exhaust port.&nbsp; That is what was grinding.&nbsp; Crap.&nbsp; N=
ow=20
  the entire thing is off the firewall including the engine mount.&nbsp; Al=
l the=20
  wiring is disconnected (did not find anything loose or missing).&nbsp; I =
spent=20
  the morning looking under the panel for any loose or broken wiring, but f=
ound=20
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e and=20
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t is=20
  coming to you for a good look.&nbsp; I don't know what else to check.&nbs=
p;=20
  The engine quit just like somebody reached over and turned off the=20
  ignition.&nbsp; No stumble, no hiccup, just instant silence.&nbsp; I hone=
stly=20
  do not know if the prop was turning or not.&nbsp; I suspect not, due to t=
he=20
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rom=20
  the photos, there was something going on with Rotor 1.&nbsp; Wear is appa=
rent=20
  down stream from the plug holes and all 3 apex seals are starting to chip=
 in=20
  the center.&nbsp; There is quite a lot of carbon also on the rotors after=
 170=20
  hours.<BR><BR>Going forward, I have decided to look at resale value for=
=20
  if/when my RV-12 days arrive.&nbsp; This means putting a (gasp) IO-360 on=
=20
  it.&nbsp; The rotary has given me a safe 10-year run (til now, of course)=
, so=20
  I have no regrets, but this is an opportunity to make some changes, and p=
arts=20
  are already on the way.&nbsp; I will still be hanging out at the engine t=
ent=20
  at S-n-F and wherever else gatherings happen.&nbsp; Hope to be flying by =
the=20
  first of next year....<BR><BR>I'm sure some of you will have suggestions =
about=20
  what might have gone wrong, and I welcome any kind of speculation, but be=
ar in=20
  mind I am just looking at a pile of parts and wires at this point.&nbsp; =
Both=20
  fuel pumps were on, tanks were over half full, crank angle sensor worked=
=20
  fine.<BR><BR>Guess it's obvious that I now have a RD-1A, EC-2, EFI Monito=
r=20
  (Ed's),&nbsp; Felix 68/72 and Props Inc 68/72 wood props and LOTS of engi=
ne=20
  parts (my whole 14-year stash) available!&nbsp; And priced to sell!<BR><F=
ONT=20
  color=3D#888888><BR>Bill Eslick<BR>RV-6 13B/NA EC-2 RD-1A<BR>750=20
  Hours<BR><BR><BR></FONT></FONT></FONT></DIV><BR></DIV></DIV></DIV></FONT>=
</BLOCKQUOTE></DIV></FONT></DIV></FONT></BODY></HTML>
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