Return-Path: Received: from [199.185.220.240] (HELO priv-edtnes84.telusplanet.net) by logan.com (CommuniGate Pro SMTP 4.2.5) with ESMTP id 565104 for flyrotary@lancaironline.net; Mon, 13 Dec 2004 04:22:42 -0500 Received-SPF: pass receiver=logan.com; client-ip=199.185.220.240; envelope-from=haywire@telus.net Received: from Endurance ([207.81.25.155]) by priv-edtnes84.telusplanet.net (InterMail vM.6.01.03.03 201-2131-111-105-20040624) with SMTP id <20041213092224.YBEK22053.priv-edtnes84.telusplanet.net@Endurance> for ; Mon, 13 Dec 2004 02:22:24 -0700 From: "Todd Bartrim" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: RV-3 down Date: Mon, 13 Dec 2004 01:21:56 -0800 Message-ID: <003e01c4e0f5$31eab050$0201a8c0@Endurance> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_003F_01C4E0B2.23C77050" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook CWS, Build 9.0.2416 (9.0.2910.0) Importance: Normal In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 This is a multi-part message in MIME format. ------=_NextPart_000_003F_01C4E0B2.23C77050 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Message Wow, Rusty, glad to hear you remembered to just fly the damn airplane. This is one situation where data recording would be extremely helpful. You could look back though the last few minutes of flight and see if the oil pressure reached zero soon before the engine quit. If not, you would probably be ok to replace the oil cooler and fly it out of there. Hopefully you will find sufficient oil in the pan to indicate that it didn't run out of oil. I know the spar on the older RV's was much, much more difficult to remove than on the newer designs, so I'm with Finn on this one and would like to see you at least explore the possibility of flying it home where you can quickly put all of your efforts towards the engine. Unfortunately this will likely require you to replace the oil cooler with another evap core, at least temporarily as a change in oil coolers will necessitate more of that fibreglass work that you love so much. Remind me again why you chose not to use the stock oil cooler. Was it for a better fit? I don't believe that I've ever heard of a failure of a stock oil cooler, but I've sure heard of more than a few non-stock cooler failures. About the time I started my project a former member of this list (can't remember his name) had an in-flight fire when his aircraft oil cooler failed. It was a 20B in a canard, I don't Remember all the details, but IIRC he felt that it wouldn't have happened with the stock cooler, which he wanted to switch to after the fire, but his wife made him pull the 20B and install a IO-540. There was allot of discussion on the list at that time about oil coolers and I decided then that I'd just stick to the stock cooler. I changed many other items in an effort to improve but I just couldn't see any improvement here that was worth the risk. We all remember (as it was recently discussed again) the fatality in the Coot crash. Of course it sounds like this one was an extremely poor choice for an oil cooler, as he was even warned by Ken. I believe Dave is on his second aircraft oil cooler. I think there may have been another that I can't recall right now. Anyways, I hope that you are able to get it back in the air again quickly, as your posts of your experimentation is not only entertaining, but somewhat educational as well. After watching that Red Bull Air Race video, I want to see you get it back in the air, partly because now I want one. And I want to fly under a bridge... upside down :-) Todd Bartrim (going to start drinking RedBull before hockey) RV9Endurance 13B Turbo Rotary C-FSTB http://www3.telus.net/haywire/RV-9/C-FSTB.htm "The world will always have a place for those that bring hard work and determination to the things they do." ------=_NextPart_000_003F_01C4E0B2.23C77050 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message
 
Wow,=20 Rusty, glad to hear you remembered to just fly the damn airplane. This = is one=20 situation where data recording would be extremely helpful. You could = look back=20 though the last few minutes of flight and see if the oil pressure = reached zero=20 soon before the engine quit. If not, you would probably be ok to = replace the=20 oil cooler and fly it out of there.
    Hopefully you will find sufficient oil in the = pan to=20 indicate that it didn't run out of oil. I know the spar on the older = RV's was=20 much, much more difficult to remove than on the newer designs, so I'm = with=20 Finn on this one and would like to see you at least explore the = possibility of=20 flying it home where you can quickly put all of your efforts towards = the=20 engine.
    Unfortunately this will likely require you to = replace the=20 oil cooler with another evap core, at least temporarily as a change in = oil=20 coolers will necessitate more of that fibreglass work that you love so = much.=20 Remind me again why you chose not to use the stock oil cooler. Was it = for a=20 better fit? I don't believe that I've ever heard of a failure of a = stock oil=20 cooler, but I've sure heard of more than a few non-stock cooler=20 failures.
    About the time I started my project a former = member of=20 this list (can't remember his name) had an in-flight fire when his = aircraft=20 oil cooler failed. It was a 20B in a canard, I don't Remember all the = details,=20 but IIRC he felt that it wouldn't have happened with the stock cooler, = which=20 he wanted to switch to after the fire, but his wife made him pull the = 20B and=20 install a IO-540. There was allot of discussion on the list at that = time about=20 oil coolers and I decided then that I'd just stick to the stock = cooler. I=20 changed many other items in an effort to improve but I just couldn't = see any=20 improvement here that was worth the risk. We all remember (as it was = recently=20 discussed again) the fatality in the Coot crash. Of course it sounds = like this=20 one was an extremely poor choice for an oil cooler, as he was even = warned by=20 Ken. I believe Dave is on his second aircraft oil cooler. I think = there may=20 have been another that I can't recall right now.
    Anyways, I hope that you are able to get it = back in the=20 air again quickly, as your posts of your experimentation is not only=20 entertaining, but somewhat educational as well. After watching that = Red Bull=20 Air Race video, I want to see you get it back in the air, partly = because now I=20 want one. And I want to fly under a bridge... upside down=20 :-)
 
Todd Bartrim    (going to start drinking = RedBull=20 before hockey)
 
RV9Endurance
13B Turbo Rotary
C-FSTB
http://www3.telus.= net/haywire/RV-9/C-FSTB.htm
 
          &nbs= p; =20 "The world will always have a place for those that bring hard work and = determination to the things they=20 do."
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