Return-Path: <13brv3@bellsouth.net> Received: from imf16aec.mail.bellsouth.net ([205.152.59.64] verified) by logan.com (CommuniGate Pro SMTP 4.2.5) with ESMTP id 564841 for flyrotary@lancaironline.net; Sun, 12 Dec 2004 21:25:31 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.64; envelope-from=13brv3@bellsouth.net Received: from rd ([65.6.194.9]) by imf16aec.mail.bellsouth.net (InterMail vM.5.01.06.11 201-253-122-130-111-20040605) with ESMTP id <20041213022517.KFHC1980.imf16aec.mail.bellsouth.net@rd>; Sun, 12 Dec 2004 21:25:17 -0500 From: "Russell Duffy" <13brv3@bellsouth.net> To: "Flyrotary List" Subject: RV-3 down Date: Sun, 12 Dec 2004 20:25:39 -0600 Message-ID: <000001c4e0bb$09c024f0$6101a8c0@rd> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C4E088.BF25B4F0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C4E088.BF25B4F0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Greetings all,=20 =20 It was a beautiful day to fly, so I finally made it over to see Paul's plastic fantastic in Mobile. The engine was running great, the oil = temps were perfect, and I was seeing 235 mph groundspeed as I headed home. I = was about 25 miles from my home airport, and started descending from 7500 = ft. At about 6000 feet, I started smelling something that smelled like = plastic, or insulation burning, smoke started coming in through the vent, and oil covered the canopy. Not good. =20 =20 My primary fear was fire, and my planned course of action was to get on = the ground as soon as possible, so I pushed the nose over, and headed for a = Navy helicopter field ahead. I did the 121.5 mayday call, squawked 7700, and talked to the controller. He asked if I was going to land at the = Spencer Field, or if I could make another airport. The smoke was subsiding, and = the engine was still turning, and I thought about trying for another field, = but when I tried to throttle up, the prop stopped cold. Needless to say, I confirmed that I was landing at Spencer. Fortunately, I had the field = made easily, and had to use full flaps and a slip to make the part of the = field I was aiming at. =20 =20 This field is a helicopter training field, and it has 4 runways that = form a square, with each runway being maybe 1000-1500 feet long. Lots of grass exists outside of this square. I wanted to head for one of the runways, = but it was full of RC model guys. I went instead for the parallel runway on = the other side of the field. Still, they were mighty shocked when I came gliding in :-) I landed a little hot, about a third of the way down the runway, and ended up running about 200 ft off into the grass before = coming to a stop. =20 Within a minute, there were people from the RC club at the plane, and I could already hear the fire trucks that had been summoned by Pensacola approach. Within just a couple minutes, civilian rescue folks were = there, followed shortly afterward by military police, and then by the CO of = Whiting NAS. I talked to the Pensacola controller, and got a call from the Birmingham FSDO. Basically, everyone just wanted to know that I was OK. = I filled out a few papers for the Navy Police, and I owe the FSDO a = statement via fax, but that should be the extent of the paperwork. The CO of = Whiting NAS (who controls all the outlying fields) gave me permission to either repair the plane, and fly it out, or disassemble it, and haul it away. =20 =20 The plane was not damaged in the landing, so no problem there. I pulled = the top cowl off before it got dark, and just can't see the problem, = probably because the oil cooler (evap core) is hard to see without removing the bottom cowl. There's a puddle of oil in the oil cooler scoop, and oil covering the exhaust, and all the bottom of the cowling. I can't prove = it yet, but I fully expect to find the evap core split open just like the = last one did. Let's just say I won't be using one of those for oil again. =20 =20 The EM-2 was flashing it's ass off, and in the middle of trying to get = the plane on the ground, I never even looked at the screen. My initial assumption is that I blew out all the oil, but I won't know until I = check the oil level. I don't recall the low oil light coming on, but that = doesn't mean it wasn't on. The engine is not seized now, but it does feel low = on compression. Once the engine quit, the prop did not turn at all for = the duration of the glide. =20 =20 The plan for tomorrow is to remove the wings, with the help of my good = RV-8 buddy, and haul the plane back to the hanger. At this point, I don't = know quite what I'll do with it from there. My wife was slightly upset by = this, but I think she'll get over it. I also have the Slingshot at home = already, AND I'm going to have to leave the hanger in a month or so when they = rebuild it from the hurricane. Seems like a logistical nightmare. I don't = intend to abandon the rotary, but I might re-work the Slingshot first (with the 912S), so I can get something flying. I'd follow that with a rebuild of = the RV-3 engine, and a real oil cooler. Once I do that, maybe I'll be ready = to tackle the single rotor for the Slingshot, or maybe not :-) =20 Cheers, Rusty (I still smell burning oil, 5 hours later...) =20 ------=_NextPart_000_0001_01C4E088.BF25B4F0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message
Greetings all,=20
 
It was a = beautiful day to=20 fly, so I finally made it over to see Paul's plastic fantastic in = Mobile. =20 The engine was running great, the oil temps were perfect, and I was = seeing 235=20 mph groundspeed as I headed home.  I was about 25 miles from my = home=20 airport, and started descending from 7500 ft.  At about 6000 feet, = I=20 started smelling something that smelled like plastic, or insulation = burning,=20 smoke started coming in through the vent, and oil covered the=20 canopy.  Not good.  
 
My primary fear = was fire,=20 and my planned course of action was to get on = the ground as soon=20 as possible, so I pushed the nose over, and headed for a=20 Navy helicopter field ahead.  I did the 121.5 mayday = call,=20 squawked 7700, and talked to the controller.  He asked if I was = going to=20 land at the Spencer Field, or if I could make another = airport. =20 The smoke was subsiding, and the engine was still turning, and I thought = about=20 trying for another field, but when I tried to throttle up, the prop = stopped=20 cold.  Needless to say, I confirmed that I was landing at = Spencer. =20 Fortunately, I had the field made easily, and had to use full flaps and = a slip=20 to make the part of the field I was aiming = at.  
 
This field is a = helicopter training field, and it has 4 runways that form a square, = with=20 each runway being maybe 1000-1500 feet long.  Lots of grass exists = outside=20 of this square.  I wanted to head for one of the runways, but it = was full=20 of RC model guys.  I went instead for the parallel runway on = the other=20 side of the field.  Still, they were mighty shocked when I=20 came gliding in :-)  I landed a little hot, about a third of = the way=20 down the runway, and ended up running about 200 ft off into the grass = before=20 coming to a stop.
 
Within a = minute, there were=20 people from the RC club at the plane, and I could already hear the fire = trucks=20 that had been summoned by Pensacola approach.  Within just a = couple=20 minutes, civilian rescue folks were there, followed shortly = afterward by=20 military police, and then by the CO of Whiting NAS.  I = talked to=20 the Pensacola controller, and got a call from the Birmingham FSDO.  = Basically, everyone just wanted to know that I was OK.  I filled = out a few=20 papers for the Navy Police, and I owe the FSDO a statement via fax, but = that=20 should be the extent of the paperwork.  The CO of Whiting = NAS (who controls all the outlying fields) gave me permission to = either=20 repair the plane, and fly it out, or disassemble it, and haul it=20 away.  
 
The plane was = not damaged=20 in the landing, so no problem there.  I pulled the top cowl off = before it=20 got dark, and just can't see the problem, probably because the oil = cooler=20 (evap core) is hard to see without removing the bottom=20 cowl.   There's a puddle of oil in the oil cooler = scoop, and=20 oil covering the exhaust, and all the bottom of the cowling.  = I can't=20 prove it yet, but I fully expect to find the evap core split open just = like the=20 last one did.  Let's just say I won't be using one of = those for=20 oil again.  
 
The EM-2 was = flashing it's=20 ass off, and in the middle of trying to get the plane on the = ground, I=20 never even looked at the screen.  My initial assumption is = that I blew=20 out all the oil, but I won't know until I check the oil level.  I = don't=20 recall the low oil light coming on, but that doesn't mean it wasn't = on. =20 The engine is not seized now, but it does feel low on compression.  = Once=20 the engine quit, the prop did not  turn at all for the = duration=20 of the glide.    
 
The plan for = tomorrow is to=20 remove the wings, with the help of my good RV-8 buddy, and haul the = plane=20 back to the hanger.  At this point, I don't know quite what = I'll do=20 with it from there.  My wife was slightly upset by this, but I = think she'll=20 get over it.  I also have the Slingshot at home = already, AND I'm=20 going to have to leave the hanger in a month or so when they rebuild it = from the=20 hurricane.  Seems like a logistical nightmare.  I don't intend = to=20 abandon the rotary, but I might re-work the Slingshot first (with the = 912S), so=20 I can get something flying.  I'd follow that with a rebuild of the = RV-3=20 engine, and a real oil cooler.  Once I do that, maybe I'll be = ready to=20 tackle the single rotor for the Slingshot, or maybe not = :-)
 
Cheers,
Rusty (I still = smell=20 burning oil, 5 hours later...)   =
------=_NextPart_000_0001_01C4E088.BF25B4F0--