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Yup, it sure gets
real quiet real suddenly. Now I know what Ed feels like several times a year
:-)
Second flight of the day started great with a timed climb to 3000 AGL,
then we planned to return to practice circuits ( I still gotta get licensed) Our
departure path took us into the vicinity of my home, so we assessed the
situation and decided that we would do a quick flyover for the neighbours kids
who have been my audience for the last 3 years of construction and had been
waiting all afternoon to see us flyover. Up to this point all flights had been
high above the airport to ensure a safe easy glide, but this time we were
at a marginal glide distance. Everything looked good with the exception that the
oil was slightly higher than normal from the climb out and hadn't dropped back
down yet. (first clue). So I circle the house a couple of times while the
kids are jumping and waving, then just as I level out to head back to the
airport.......... silence. Oh s**t! The prop stopped completely, which while
surprising was actually a good thing as glide rate didn't seem to bad without it
windmilling, but it was definatly marginal to make the airport. I immediately
tried cranking the engine which turned over easily but would not start, so I
passed control to my buddy who began to consider alternate landing sites, while
I made the radio call to tower as I began to go through my engine out procedure.
As I began my scan I realized that I had no fuel pressure even though one
electric FI pump was on, so I turned on both FI pumps and both boost
pumps pressurizing the header tank. Pressure surged momentarily then
returned fully and engine started at first revolution. whhooo! Total engine out
time ~20-25 seconds. Felt allot longer.
Now here's where a data recorder would sure be nice, because as soon as
engine restarted I concentrated on fuel pressure, fuel management and radio work
as my buddy got us down, quickly. Neither of us panicked but it sure did seem
like we were busier than I'd have expected and I can't recall what the other
engine readings were. As soon as we landed and taxied up to the hangar we
shut down and breathed a sigh of relief that we opted to use 2 crew members for
flight testing.
When I opened the cowl inspection hatch I was surprised at the amount of
heat that was escaping. Then I noticed the oil. Oil everywhere, dripping onto
the ground from the full length of the fuse. Less than a litre of oil remained
in the engine. We removed the entire cowl and after refilling the oil,
started the engine. The oil pressure switch for the Hobbs was spewing a large
amount of oil into a mist through the wire terminals. At this point I'm just
taking an educated guess, but think as the oil volume was reduced it also had
less volume as a heat sink? and wasn't able to cool enough explaining the
slightly higher temperatures, but at the same time this higher temp oil was
being sprayed about the engine compartment including the nearby FI pumps causing
the one in operation to vapour lock or more likely causing a vapour lock in the
gascolator which is located right below the #1FI pump which vapour locked. My
#2FI does not have a gascolator and while it was not being used at the time, it
was also being exposed to those temps and yet it worked (thank God).
Tomorrow I will find a replacement oil switch and try it all again. I did
recently run a wire from the low oil level switch on the sump to the panel but
have not installed an idiot light yet. I'd better move that up my
list.
I sure can't wait to get an EM2.
S. Todd Bartrim
Turbo 13B RV-9Endurance
C-FSTB
http://www3.telus.net/haywire/RV-9/C-FSTB.htm
"Whatever you vividly imagine, Ardently desire, Sincerely believe in,
Enthusiastically act upon, Must inevitably come to pass".
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