X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-ma02.mx.aol.com ([64.12.206.40] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with ESMTP id 5113611 for flyrotary@lancaironline.net; Sun, 04 Sep 2011 16:49:07 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.206.40; envelope-from=CozyGirrrl@aol.com Received: from mtaomg-da02.r1000.mx.aol.com (mtaomg-da02.r1000.mx.aol.com [172.29.51.138]) by imr-ma02.mx.aol.com (8.14.1/8.14.1) with ESMTP id p84KmOTD001999 for ; Sun, 4 Sep 2011 16:48:24 -0400 Received: from core-dsd001c.r1000.mail.aol.com (core-dsd001.r1000.mail.aol.com [172.29.253.129]) by mtaomg-da02.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 71B0BE000081 for ; Sun, 4 Sep 2011 16:48:24 -0400 (EDT) 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...... To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_66cfd.71317ace.3b953e18_boundary" X-Mailer: AOL 9.6 sub 5004 X-Originating-IP: [69.154.218.212] x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:478609056:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d338a4e63e41812bd --part1_66cfd.71317ace.3b953e18_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit 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 To: Rotary motors in aircraft 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 --part1_66cfd.71317ace.3b953e18_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
You mean one of the several downwind landings made that morning? =3D)<= /DIV>
I believe all of the fly in guests made a downwind landing on=20 arrival.
 
Chrissi &=20 Randi
www.CozyGirrrl.com
C= G=20 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,=20 bobperk90658@bellsouth.net writes:
=
Bill,
I am glad that no one was hurt.  It is a shame that the plane w= as=20 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= =20 like.  Let me know.

Bob Perkinson
RV-9 13B=20


From: Bill Eslick=20 <wgeslick@gmail.com>
To: Rotary motors in aircraft=20 <flyrotary@lancaironline.net>
Sent: Fri, September 2, 2011 10:51= :50=20 PM
Subject: [FlyRotary= ] The=20 good news and the bad news......

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.

Good news:  No injuries. = =20

Bad news:  I have some work to do.

Photos at: = =20 http://www.tiny9.com/u/2101

On August 16th at 10 AM, I lined up = for=20 takeoff at my home airport (3600' paved) into a 5 knot headwind.  I = had=20 just finished changing the oil and filter and plugs.  Run-up was fin= e, so=20 off I went.  Approximately mid-field, and a couple of hundred feet i= n the=20 air, it suddenly and without any warning became very silent.

Hit t= he=20 big switch which puts direct battery power to everything engine, but no= =20 noise.  No more time.  At this point flying the machine becomes= THE=20 priority.  Dropped the nose and was amazed to see a little bit of ru= nway=20 under the nose!  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).  Pulled probably my best round-out = ever=20 - no bounce.  Brakes to max and tail up for weight.  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.  Wheel skid starts about 200 feet from = the=20 stopping point.  Skid marks from the wheel pants, cowling and prop r= un=20 about the last 50 feet.  It stopped nose down just off the end. = ; The=20 tail was still over pavement.  Pushed the slider canopy UPHILL, step= ped=20 out and down.  Noticed that I was not even scared by the whole=20 event.  Interesting.  Never even considered trying to turn=20 around.  Pre-thinking that non-option apparently paid off. =20

More good news.  No FAA or NTSB as it was a non-reportable= =20 incident.  Didn't even bend the gear legs.  Also, my neighbor= =20 crashed in a Challenger about 10 minutes earlier at the city airport abou= t 10=20 miles away.  The police and rescue types were headed that way (they = had=20 injuries) and were not interested in my minor mishap.

As for the= =20 engine.  When we got it back to the hangar, the prop would turn only= =20 haltingly.  You could feel grinding going on inside.  First try= at=20 turning had it come up hard and stop.  More fooling with it and it= =20 gradually came looser and would turn.  Really looked like something = came=20 loose in there.  Pulled a plug from each rotor and did a compression= =20 test.  Rotor 1 was 80-80-80.  Rotor 2 was 2-2-2.  More pro= of=20 that something had come loose.  With that evidence, the insurance co= mpany=20 allowed me to remove the engine for inspection.  What I found was a = pile=20 of ground up ceramic junk.  All the seals were still fine.  Lot= s of=20 time went in to finding where that stuff came from.  Went through ev= ery=20 inch of the induction system.  Finally Jason Hutchison (my other=20 on-airport rotary guy) broke the code.  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.  That is what was grinding.  Crap.  N= ow=20 the entire thing is off the firewall including the engine mount.  Al= l the=20 wiring is disconnected (did not find anything loose or missing).  I = spent=20 the morning looking under the panel for any loose or broken wiring, but f= ound=20 none.  When I get the EC-2 out, Jason wants to plug it into his plan= e and=20 we'll do the plugs and injectors test.  If that checks out, Tracy, i= t is=20 coming to you for a good look.  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.  No stumble, no hiccup, just instant silence.  I hone= stly=20 do not know if the prop was turning or not.  I suspect not, due to t= he=20 silence and the fact that one blade is untouched.

As you can see f= rom=20 the photos, there was something going on with Rotor 1.  Wear is appa= rent=20 down stream from the plug holes and all 3 apex seals are starting to chip= in=20 the center.  There is quite a lot of carbon also on the rotors after= 170=20 hours.

Going forward, I have decided to look at resale value for= =20 if/when my RV-12 days arrive.  This means putting a (gasp) IO-360 on= =20 it.  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.  I will still be hanging out at the engine t= ent=20 at S-n-F and wherever else gatherings happen.  Hope to be flying by = the=20 first of next year....

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.  = Both=20 fuel pumps were on, tanks were over half full, crank angle sensor worked= =20 fine.

Guess it's obvious that I now have a RD-1A, EC-2, EFI Monito= r=20 (Ed's),  Felix 68/72 and Props Inc 68/72 wood props and LOTS of engi= ne=20 parts (my whole 14-year stash) available!  And priced to sell!

Bill Eslick
RV-6 13B/NA EC-2 RD-1A
750=20 Hours



= --part1_66cfd.71317ace.3b953e18_boundary--