| I have a Continental in my IVP with the linked turbo system.
Climbing over Mt. Ranier at 17k feet, one of the turbo hoses blew off. I didn't know that at the time. All I knew is that I was climbing over Ranier (a 14,500 foot volcano with no landing areas near by) and was thrown forward in the seat as my manifold pressure went from 37 inches to 22.
I initially thought I had lost an engine, but it was still running. But the reduction in manifold pressure was dramatic. And frightening. I probably said a bad word or two (glad Mom wasn't with me) and may have crapped myself as well, not sure.
I decided to make like United or Delta and try to glide into SeaTac. So I turned toward SeaTac and was about to call to enter their class B and have them clear the runway, but about 12k feet, the engine started feeling much happier. I returned to Paine without incident.
A de-cowling revealed the slipped hose. It only came off about 1/4th inch, but that obviously was enough to lose all turbo boost. I slipped the hose back on and tightened the hell out of it, re-safety wired it, and have flown happily every since.
John Hafen IVP 413AJ On Sep 10, 2010, at 12:18 PM, Colyn Case wrote: I always wondered why Continental did it that way (tying the turbo outputs together). Now i know. Sounds like this installation had a single fuel control but separate turbo systems, implying that if one of the turbo systems has a problem, there is no mixture that will make the whole engine happy.
The installation on this Legacy is different than most. It uses a manual wastegate and the left and right turbos aren't tied together. At least that's the way it was when it was originally built. It's also a Lycoming.
Ron
-----Original Message-----
From: Colyn Case < colyncase@earthlink.net>
To: lml@lancaironline.net
Sent: Thu, Sep 9, 2010 7:53 am
Subject: [LML] Re: Engine failure ATC Transcript Super Legacy Twin Turbo TSIO 580
notwithstanding Charlies' comments I don't understand exactly what happened to 3,4,6. The video says Mark tried moving the mixture both directions with no success. I'm not understanding why that didn't help...unless half the cylinders have reduced pressure and other half have higher pressure so there is not optimal mixture. Also why 3,4,6 and not 2,4,6. Was this a Lycoming? also, also, why did the plugs foul so quickly?
on a Continental the turbo outputs are merged so that if you lose, e.g. one hose, you would lose pressure on all cylinders. at least then all cylinders face the same mixture situation.
anyway, just trying to figure out how you would manage this on a continental.
On Sep 8, 2010, at 11:48 AM, randy snarr wrote:
All,
Below is a link to a youtube video which contains a transcript of a Legacy pilot who departed Redmond, OR on an IFR flight plan. He climbs IMC to his assigned altitude at 21,000 and at 20,000 there is a big BANG!! and the engine quits.
I only hope I would handle the same situation half as well...
Needless to say this is a harrowing story. The story has a happy ending but harrowing none the less. When listening to the audio, you forget how serious the situation is because he is so calm. The pilot is a friend of mine and I happened to call him 30 minutes after he landed and he recounted the tale to me. He told me the scariest part was not when the engine quit but when he was forced to descend into dark ugly IMC/ and Icing conditions with a dead engine. Oh, over the mountains! He got icing on the way up and his new deicing system was
working perfectly. He knew he would most likely get it on the way down as well, this time with a dead engine and potentially little power to run the deice system.
Upon landing, it was discovered that a turbo hose blew off in climb and when that happened because of the sudden loss of boost, it completely flooded the engine fouling the plugs.
Mark did an excellent job getting the airplane and himself down in one piece.
He travels the country weekly and spends around 3 days a week traveling this this airplane. His experience and proficiency definitely shows in this situation...
Above is part A of the transcript. You will see part B when the video ends...
Nice work under pressure...
Randy Snarr
N694RS
http://www.youtube.com/watch?v=nluZTFu2tCQ |
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