X-Virus-Scanned: clean according to Sophos on Logan.com From: "Ed Anderson" Received: from [107.14.166.231] (HELO cdptpa-oedge-vip.email.rr.com) by logan.com (CommuniGate Pro SMTP 6.2c3) with ESMTPS id 9797996 for flyrotary@lancaironline.net; Sun, 04 Jun 2017 08:31:01 -0400 Received-SPF: pass receiver=logan.com; client-ip=107.14.166.231; envelope-from=eanderson@carolina.rr.com Return-Path: Received: from [71.75.201.150] ([71.75.201.150:49976] helo=EdPC) by cdptpa-omsmta02 (envelope-from ) (ecelerity 3.6.9.48312 r(Core:3.6.9.0)) with ESMTP id 06/0C-20123-27DF3395; Sun, 04 Jun 2017 12:30:43 +0000 Message-ID: To: "Rotary motors in aircraft" References: In-Reply-To: Subject: Re: [FlyRotary] Re: Engine out Date: Sun, 4 Jun 2017 08:30:42 -0400 MIME-Version: 1.0 Content-Type: multipart/related; boundary="----=_NextPart_000_0042_01D2DD0C.DABBC310"; type="multipart/alternative" X-Priority: 3 X-MSMail-Priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 16.4.3528.331 X-MimeOLE: Produced By Microsoft MimeOLE V16.4.3528.331 X-RR-Connecting-IP: 107.14.168.7:25 This is a multi-part message in MIME format. ------=_NextPart_000_0042_01D2DD0C.DABBC310 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0043_01D2DD0C.DABBC310" ------=_NextPart_001_0043_01D2DD0C.DABBC310 Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Great Landing, Ernest!!! Glad you made it down safe and sound. The = aircraft can be repaired as you know =E2=80=93 provided you are still = around to do so. I was fortunate to have made it back to an airport = both times =E2=80=93 one a 12 mile glide and the last a 71/2 miles into = Selma, Al. I understand the too hot approach. On my first one, I made = it to the airport at around 2500 feet, did one 360 and was still too = high, but afraid to try another one and run out of altitude before = completing it. I kept telling myself =E2=80=9C Ed, you=E2=80=99ve got = it made, just don=E2=80=99t do anything stupid now!!=E2=80=9D. So ended = up doing tight =E2=80=9CS=E2=80=9D turns on final to loose altitude, = still came over the fence at 100 mph =E2=80=93 fortunately, it was a = 4000 ft strip. One of the smoothest landings I have ever made. = Concentration does wonders. You certainly did things in the right order. Whenever, I even suspected = a problem, I immediately turn toward the nearest suitable airport/strip = and then I start the trouble shooting =E2=80=93 that way you are making = headway to a safe landing while working on the problem. Any landing into just about any circumstance is better than no landing, = as Bob Hoover said =E2=80=93 =E2=80=9C... if you are going to crash, = flight as far into the crash as possible..=E2=80=9D - or forced landing = as it may be. Anyhow, great to hear you are OK. Still need a bit more time to catch = up with me, thought {) Ed On 6/3/2017 8:12 PM, Ernest Christley wrote: I'm running a Corvair instead of a rotary, but I thought you guys = would be interested in how I seem to be chasing Ed's gliding time. Monday, I started the day with 3 hours of fuel, plus an hour's = reserve. The plane had been down for 2 months while I did some upgrades, = and I went out and did all sorts of interesting flying for 1.7 hours. = The weather was beautiful, and the plane was performing better than it = ever has. I was reluctantly headed in for the day, when the right tank = ran dry. I tried to switch, but the left tank wouldn't come online. I = called an emergency on KTTA's frequency, since I had been circling their = airspace the whole time (just in case something happened). It was nice = to get that support from other pilots over the air, even if there was = not one dang thing they could do. I was 12 miles out, with the airport = clearly in sight. I headed straight for it as I continued to play with = the selector switch. My dual electric fuel pumps make a clackity racket = when they're running dry, so I kept moving the handle back and forth = hoping for the noise to turn into that deep guttural sounds that lets me = know fuel is flowing. I got nuthin', and TTA kept climbing up my = windshield. I turned toward highway US421. It was covered in cars, and it soon = became apparent that it wasn't going to happen either. I looked around, = picked a field, and set up a pattern to it. Initially, it was a tobacco = field, but I had come in to hot. I had been afraid of extending the = pattern to far. There was a gravel road running beside it, so I swung = over, but it took a sharp right about 100yds ahead. I didn't think I = could make the turn, so I banked left into an open field. The clumps of = grass were about 8" high. The nose wheel caught, folded under, and I = slid along on the cowl. I've spent the past week pulling airplane parts out of the farmer's = field, and today I got about the business of determining what happened. = The gascolator had a few pieces of trash in the bottom, but I'm not sure = from where it came from. I took the selector valve apart, and there = didn't seem to be anything going on with it. It turned smoothly, if not = somewhat stiffly. Then I played with the rod that connected the = selector handle to the valve. It was made from a 9" length of threaded = rod. An adaptor pinned it onto the valve's post. Another adaptor = connected to the inside of the handle. Without turning an allen wrench = pushed through the pin hole, I could turn the selector handle 90 = degrees. The rod just twisted like bubble gum. Apparently, with two = months of sitting, the valve had gotten sticky enough that the rod gave = before it did. =20 I was completely unharmed. I've suffered more damage getting the = plane out of the field than I did putting it there. The nose gear, = firewall, forward belly and left side skin are trashed. The rebuild = starts tomorrow with building a stand to hold the engine while I work = the aluminium. --=20 Richard Sohn 8029 County HWY 1087 DeFuniak Springs, FL 32433 ------=_NextPart_001_0043_01D2DD0C.DABBC310 Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable
 
Great Landing, Ernest!!!   = Glad you made=20 it down safe and sound.  The aircraft can be repaired as you know = =E2=80=93=20 provided you are still around to do so.  I was fortunate to have = made it=20 back to an airport both times =E2=80=93 one a 12 mile glide and the last = a 71/2 miles=20 into Selma, Al.  I understand the too hot approach.  On my = first one,=20 I made it to the airport at around 2500 feet, did one 360 and was still = too=20 high, but afraid to try another one and run out of altitude before = completing=20 it.  I kept telling myself =E2=80=9C Ed, you=E2=80=99ve got it = made, just don=E2=80=99t do anything=20 stupid now!!=E2=80=9D.  So ended up doing tight =E2=80=9CS=E2=80=9D = turns on final to loose=20 altitude, still came over the fence at 100 mph =E2=80=93 fortunately, it = was a 4000 ft=20 strip.  One of the smoothest landings I have ever made.  = Concentration=20 does wonders.
 
You = certainly did things=20 in the right order.  Whenever, I even suspected a problem, I = immediately=20 turn toward the nearest suitable airport/strip and then = I start=20 the trouble shooting =E2=80=93 that way you are making headway to a safe = landing =20 while working on the problem.
 
Any landing = into just=20 about any circumstance is better than no landing, as Bob Hoover said = =E2=80=93 =E2=80=9C... if=20 you are going to crash, flight as far into the crash as = possible..=E2=80=9D  - or=20 forced landing as it may be.
 
Anyhow, = great to hear you=20 are OK.  Still need a bit more time to catch up with me, thought = {)
 
Ed


On 6/3/2017 8:12 PM, Ernest Christley=20 wrote:
I'm running = a Corvair=20 instead of a rotary, but I thought you guys would be interested in how = I seem=20 to be chasing Ed's gliding time.

Monday, I started the day with 3 = hours of=20 fuel, plus an hour's reserve. The plane had been down for 2 months = while I did=20 some upgrades, and I went out and did all sorts of interesting flying = for 1.7=20 hours.  The weather was beautiful, and the plane was performing = better=20 than it ever has.  I was reluctantly headed in for the day, when = the=20 right tank ran dry.  I tried to switch, but the left tank = wouldn't come=20 online. I called an emergency on KTTA's frequency, since I had been = circling=20 their airspace the whole time (just in case something happened). It = was nice=20 to get that support from other pilots over the air, even if there was = not one=20 dang thing they could do.  I was 12 miles out, with the airport = clearly=20 in sight.  I headed straight for it as I continued to play with = the=20 selector switch.  My dual electric fuel pumps make a clackity = racket when=20 they're running dry, so I kept moving the handle back and forth hoping = for the=20 noise to turn into that deep guttural sounds that lets me know fuel is = flowing.  I got nuthin', and TTA kept climbing up my=20 windshield.

<= /SPAN>
I turned toward highway = US421. =20 It was covered in cars, and it soon became apparent that it wasn't = going to=20 happen either.  I looked around, picked a field, and set up a = pattern to=20 it.  Initially, it was a tobacco field, but I had come in to = hot.  I=20 had been afraid of extending the pattern to far.  There was a = gravel road=20 running beside it, so I swung over, but it took a sharp right about = 100yds=20 ahead.  I didn't think I could make the turn, so I banked left = into an=20 open field. The = clumps of=20 grass were about 8" high. The nose wheel caught, folded under, and I = slid=20 along on the = cowl.
 
I've spent = the past=20 week pulling airplane parts out of the farmer's field, and today I got = about=20 the business of determining what happened.  The gascolator had a = few=20 pieces of trash in the bottom, but I'm not sure from where it came = from. =20 I took the selector valve apart, and there didn't seem to be anything = going on=20 with it.  It turned smoothly, if not somewhat stiffly.  Then = I=20 played with the rod that connected the selector handle to the = valve.  It=20 was made from a 9" length of threaded rod.  An adaptor pinned it = onto the=20 valve's post.  Another adaptor connected to the inside of the=20 handle.  Without turning an allen wrench pushed through the pin = hole, I=20 could turn the selector handle 90 degrees.  The rod just twisted = like=20 bubble gum. Apparently, with two months of sitting, the valve had = gotten=20 sticky enough that the rod gave before it did. 
 
I was = completely=20 unharmed.  I've suffered more damage getting the plane out of the = field=20 than I did putting it there.  The nose gear, firewall, forward = belly and=20 left side skin are trashed.  The rebuild starts tomorrow with = building a=20 stand to hold the engine while I work the aluminium.
<= /SPAN>

--=20
Richard Sohn
8029 County HWY 1087
DeFuniak Springs, FL 32433
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