X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.121] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with ESMTP id 5113647 for flyrotary@lancaironline.net; Sun, 04 Sep 2011 17:42:29 -0400 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.121; envelope-from=eanderson@carolina.rr.com Return-Path: X-Authority-Analysis: v=1.1 cv=clOQl2Kon9ihL0vqe5S6shCOWnQ8eDPHG/StQ1omz74= c=1 sm=0 a=ToFzvHwIqmwA:10 a=SC71y0a/4S6V9vjVxUojGA==:17 a=3oc9M9_CAAAA:8 a=V0sYiUSkAAAA:8 a=pedpZTtsAAAA:8 a=pGLkceISAAAA:8 a=Ia-xEzejAAAA:8 a=W_ZKl9HzAAAA:20 a=433lV0Yneso2WVdT0PYA:9 a=7gz3nDahCsQsJb3fNXUA:7 a=wPNLvfGTeEIA:10 a=XptUGg1y60QA:10 a=U8Ie8EnqySEA:10 a=eJojReuL3h0A:10 a=MSl-tDqOz04A:10 a=EzXvWhQp4_cA:10 a=I9XezZDrHCIz9mqN:21 a=pPo-fyNdlkfiXVQM:21 a=xeJK5yTSJVt_3xteNB0A:9 a=SP4TDnmNGgu5bPtLHLkA:7 a=tXsnliwV7b4A:10 a=SC71y0a/4S6V9vjVxUojGA==:117 X-Cloudmark-Score: 0 X-Originating-IP: 174.110.175.135 Received: from [174.110.175.135] ([174.110.175.135:52392] helo=EdPC) by cdptpa-oedge01.mail.rr.com (envelope-from ) (ecelerity 2.2.3.46 r()) with ESMTP id 93/21-15370-0A0F36E4; Sun, 04 Sep 2011 21:41:53 +0000 Message-ID: From: "Ed Anderson" To: "Rotary motors in aircraft" References: In-Reply-To: Subject: Re: [FlyRotary] Re: The good news and the bad news...... Date: Sun, 4 Sep 2011 17:41:40 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0023_01CC6B29.E711DB00" X-Priority: 3 X-MSMail-Priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 14.0.8117.416 X-MimeOLE: Produced By Microsoft MimeOLE V14.0.8117.416 This is a multi-part message in MIME format. ------=_NextPart_000_0023_01CC6B29.E711DB00 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Bob, Boy, I must have been out of it at Paducah flyin - I don't recall = seeing Bill there - in fact, I thought that only Steve Boese and I had = the distinction of both making down wind landings - Bill, must have had = his invisible strobe light on {:>). Wait is the "W" in Steven name for = William? But doesn't he go by Steve? Color me confused. Ed From: CozyGirrrl@aol.com=20 Sent: Sunday, September 04, 2011 4:48 PM To: Rotary motors in aircraft=20 Subject: [FlyRotary] Re: The good news and the bad news...... You mean one of the several downwind landings made that morning? =3D) I believe all of the fly in guests made a downwind landing on arrival. Chrissi & Randi 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=20 -------------------------------------------------------------------------= ----- 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. =20 Bad news: I have some work to do. Photos at: 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. =20 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 ------=_NextPart_000_0023_01CC6B29.E711DB00 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Bob, Boy, I must have been out of it at Paducah = flyin - I=20 don't recall seeing Bill there - in fact, I thought that only Steve = Boese and I=20 had the distinction of both making down wind landings - Bill, must have = had his=20 invisible strobe light on {:>).  Wait is the "W" in Steven name = for=20 William? But doesn't he go by Steve?  Color me = confused.
 
Ed

Sent: Sunday, September 04, 2011 4:48 PM
Subject: [FlyRotary] Re: The good news and the bad=20 news......

You mean one of the several downwind landings made that morning? = =3D)
I believe all of the fly in guests made a downwind landing on=20 arrival.
 
Chrissi &=20 Randi
www.CozyGirrrl.com
CG=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, bobperk90658@bellsouth.net= =20 writes:
Bill,
I am glad that no one was hurt.  It is a shame that the = plane was=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 = holding up=20 reporting this until all the facts are in, but that might never = happen, so=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 = fine, so=20 off I went.  Approximately mid-field, and a couple of hundred = feet in the=20 air, it suddenly and without any warning became very = silent.

Hit the=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 = runway=20 under the nose!  I had fully expected to land in trees, houses or = the=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 = through=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 run=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, = stepped=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 = about 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 = proof=20 that something had come loose.  With that evidence, the insurance = company=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.  = Lots of=20 time went in to finding where that stuff came from.  Went through = every=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.  Now=20 the entire thing is off the firewall including the engine mount.  = All 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 found=20 none.  When I get the EC-2 out, Jason wants to plug it into his = plane and=20 we'll do the plugs and injectors test.  If that checks out, = Tracy, it is=20 coming to you for a good look.  I don't know what else to = check. =20 The engine quit just like somebody reached over and turned off the=20 ignition.  No stumble, no hiccup, just instant silence.  I = honestly=20 do not know if the prop was turning or not.  I suspect not, due = to the=20 silence and the fact that one blade is untouched.

As you can = see from=20 the photos, there was something going on with Rotor 1.  Wear is = apparent=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 parts=20 are already on the way.  I will still be hanging out at the = engine tent=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 = bear 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 = Monitor=20 (Ed's),  Felix 68/72 and Props Inc 68/72 wood props and LOTS of = engine=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



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