X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 16 Dec 2009 10:02:31 -0500 Message-ID: X-Original-Return-Path: Received: from elasmtp-galgo.atl.sa.earthlink.net ([209.86.89.61] verified) by logan.com (CommuniGate Pro SMTP 5.3c3) with ESMTP id 4022974 for lml@lancaironline.net; Tue, 15 Dec 2009 21:23:57 -0500 Received-SPF: none receiver=logan.com; client-ip=209.86.89.61; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=pPTad12evK0oU8NiNJ8qAHqW3DY++tttzF6TpDLcV+XpwxqPOqGPV5YI053g5wdc; h=Received:Message-ID:From:To:References:Subject:Date:MIME-Version:Content-Type:X-Priority:X-MSMail-Priority:X-Mailer:X-MimeOLE:X-ELNK-Trace:X-Originating-IP; Received: from [216.57.118.33] (helo=ccaselt3) by elasmtp-galgo.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1NKjXu-0002ec-5h for lml@lancaironline.net; Tue, 15 Dec 2009 21:23:22 -0500 X-Original-Message-ID: <4075B148F80F423382B0CE14F3466C27@nvidia.com> From: "Colyn Case at earthlink" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] Re: Firewall X-Original-Date: Tue, 15 Dec 2009 21:23:21 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0642_01CA7DCC.D3EAA0D0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.5843 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da9404588c58c559b45580e9d3250c990eb71350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 216.57.118.33 This is a multi-part message in MIME format. ------=_NextPart_000_0642_01CA7DCC.D3EAA0D0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable So long as we are on temp probes and in the same thread "jet-hot" = appears, let me just recite my experience that got me very interested in = this subject. After about 60 hours of flying, I was looking around the engine = compartment and noticed that the hose cover that leads to the gascolator = looked frayed. I thought "Huh. you would think those would last = longer than 60 hours just sitting there". Looking around further I = found that there were actually indications of melting on the cover. I = traced it down to exhaust escaping the slip joint on the transfer tube. I had just received the exhaust system back from jet-hot at zero hours = so now I was curious. Did the soap bubble test on the exhaust system = and found that EVERY slip joint was leaking. Not a good situation so I = had the entire exhaust system removed and sent to AWI to have them fix = the slip joints. They got into it and discovered that the wall = thickness (remember this was a new tcm exhaust system) was below spec on = all components. Long story short, I had to have a complete new exhaust = system built. How did this happen? It happened because I decided (flame suit on) to = coat the interior of my pipes. Jet hot used normal automotive = techniques and bead blasted the heck out of the pipes so there wasn't = enough material left. I called them and they reminded me that I had = signed a waiver of damage. I'm not sure you are immune to this problem = if you only have them coat the outside, by the way. Learnings: 1) Olympic coatings is better for this kind of thing (they do all of = PE's work) 1A) do the soap test on re-installation of any exhaust component. 2) exhaust leaks can cause a lot of local damage before they actually = light anything on fire. =20 3) open cowl inspections are a great idea. 4) serious fire sleeve is a great idea. 5) in this case heat happened and fire didn't. Therefore for early = warning, a heat sensor would be better. 6) calibrate all your emergency sensors before the test pilot gets in = the airplane. Mine wasn't so the information was probably there but = the test pilot wasn't looking at it. 7) consider what is in the path of a joint failure leak when you lay out = your engine compartment. ------=_NextPart_000_0642_01CA7DCC.D3EAA0D0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
So long as we are on temp probes and in = the same=20 thread "jet-hot" appears, let me just recite my experience that got me = very=20 interested in this subject.
 
After about 60 hours of flying, I was = looking=20 around the engine compartment and noticed that the hose cover that leads = to the=20 gascolator looked frayed.  I thought "Huh.   you would = think=20 those would last longer than 60 hours just sitting there".   = Looking=20 around further I found that there were actually indications of melting = on the=20 cover.  I traced it down to exhaust escaping the slip joint on the = transfer=20 tube.
 
I had just received the exhaust system = back from=20 jet-hot at zero hours so now I was curious.   Did the soap = bubble test=20 on the exhaust system and found that EVERY slip joint was leaking.  = Not a=20 good situation so I had the entire exhaust system removed and sent to = AWI to=20 have them fix the slip joints.    They got into it and = discovered=20 that the wall thickness (remember this was a new tcm exhaust system) was = below=20 spec on all components.  Long story short, I had to have a complete = new=20 exhaust system built.
 
How did this happen?  It happened = because I=20 decided (flame suit on) to coat the interior of my pipes.  Jet hot = used=20 normal automotive techniques and bead blasted the heck out of the pipes = so there=20 wasn't enough material left.  I called them and they reminded me = that I had=20 signed a waiver of damage.  I'm not sure you are immune to this = problem if=20 you only have them coat the outside, by the way.
 
Learnings:
1) Olympic coatings is better for this = kind of=20 thing (they do all of PE's work)
1A) do the soap test on re-installation = of any=20 exhaust component.
2) exhaust leaks can cause a lot of = local damage=20 before they actually light anything on fire.  
3) open cowl inspections are a great=20 idea.
4) serious fire sleeve is a great=20 idea.
5) in this case heat happened and fire=20 didn't.  Therefore for early warning, a heat sensor would be=20 better.
6) calibrate all your emergency sensors = before the=20 test pilot gets in the airplane.   Mine wasn't so the = information was=20 probably there but the test pilot wasn't looking at it.
7) consider what is in the path of a = joint failure=20 leak when you lay out your engine compartment.
 
 
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