Return-Path: Received: from imf21aec.mail.bellsouth.net ([205.152.59.69] verified) by logan.com (CommuniGate Pro SMTP 4.2.9) with ESMTP id 711967 for flyrotary@lancaironline.net; Mon, 07 Feb 2005 22:17:17 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.69; envelope-from=sqpilot@bellsouth.net Received: from [209.214.44.13] by imf21aec.mail.bellsouth.net (InterMail vM.5.01.06.11 201-253-122-130-111-20040605) with ESMTP id <20050208031531.FPOD2069.imf21aec.mail.bellsouth.net@[209.214.44.13]> for ; Mon, 7 Feb 2005 22:15:31 -0500 Received: from 127.0.0.1 (AVG SMTP 7.0.300 [265.8.5]); Mon, 07 Feb 2005 21:15:27 -0600 Message-ID: <00cb01c50d8c$6f44a780$0d2cd6d1@paul52u7f5qyav> From: "Paul" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: Bad day at the airport Date: Mon, 7 Feb 2005 21:15:26 -0600 X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2180 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 Mime-Version: 1.0 Content-Type: multipart/mixed; boundary="=======AVGMAIL-42082ECF7769=======" --=======AVGMAIL-42082ECF7769======= Content-Type: multipart/alternative; boundary="----=_NextPart_000_00C8_01C50D5A.248D87C0" ------=_NextPart_000_00C8_01C50D5A.248D87C0 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable ----- Original Message -----=20 From: John Slade=20 To: Rotary motors in aircraft=20 Sent: Monday, February 07, 2005 8:25 PM Subject: [FlyRotary] Re: Bad day at the airport I don't care to have this much fun again anytime soon. I'm torn = between a carburetor and a Cessna. Paul Conner Excellent job, Paul. The worst nightmare scenario, and you just = "taxied back to the hangar". :) So..... what caused it? John Hi, John....not exactly sure....most likely it was my attempts at = programming the WOT mixture levels. I just purchased the external = mixture knob from Dave Atkins, but it only changes the mixture by plus = and minus 10 percent, (so you don't have to go into the programming mode = to make minor mixture adjustments). I tried that, but I suspect the = mixture ratios were too far off for the external mixture knob to = compensate for. Obviously, not enough time to start programming on the = handheld ECU programmer during the flare. Sh** happened very fast. =20 One thing I keep wondering about, however....Initially, I ran it = up with the bigger prop and tried to get more rpm's. Just wouldn't = happen with a prop made for 200 horsepower, and a Turbo engine without a = turbo that was probably capable of 140 horsepower. I tried for quite = some time, and the water temps finally hit 230 degrees, so I shut her = down, and exchanged props. It only took 10 minutes to change the prop, = and when I turned on the ingintion to check temps, the water temp was = still 210. I started the engine. and while taxiing to the runway, the = temps came down to 200. That's what the water temp was when I locked the = brakes and checked my static rpm with the smaller prop. Temps of course = started climbing, so I released the brakes to get some airflow to cool = the radiator. I have always been able to cool the engine in the climb, = so I wanted to get airborne as soon as possible. I assume the water = temps were probably around 210 to 220 by the time I rotated. I have = never taken off with temps this high. I'm thinking it might be possible = that the higher temps inside the cowling caused a vapor lock, or boiled = the fuel out of the intake, or I ingested one of the many birds nests = that the birds just constructed inside my cowling last night, or it was = just the boogey-man. Unfortunately, I was unable to get to 110 knots in = the attempted climb, so I'm pretty sure I got no cooling assistance from = incoming air. For some reason, I failed to watch all the gages while = trying to avoid the windsock, so I didn't note just how high the water = temp got. I DO know that after I restarted the engine to get out of the = mud, it had sufficient power to pull me out and back onto the taxiway, = and back to the hangar. I haven't run it since. I may fire it up = tomorrow and just take it up for one trip around the pattern (only = kidding, Rusty). I may fire it up just to see if it runs OK and to see = if there is any obvious problem. =20 We did an oil change, but I don't remember putting any oil back = in after draining it...think that would make any difference? (kidding). = Will keep you posted. Paul, not flying now, Conner -------------------------------------------------------------------------= ----- No virus found in this incoming message. Checked by AVG Anti-Virus. Version: 7.0.300 / Virus Database: 265.8.5 - Release Date: 2/3/2005 ------=_NextPart_000_00C8_01C50D5A.248D87C0 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
 
----- Original Message -----
From:=20 John=20 Slade
Sent: Monday, February 07, 2005 = 8:25=20 PM
Subject: [FlyRotary] Re: Bad = day at the=20 airport

I don't care to have = this much fun=20 again anytime soon.  I'm torn between a carburetor and a = Cessna. =20 Paul Conner
Excellent job, = Paul. The worst=20 nightmare scenario, and you just "taxied back to the hangar".=20 :)
 
So..... what caused it?
John
 
Hi, John....not exactly sure....most = likely it=20 was my attempts at programming the WOT mixture levels.  I just = purchased=20 the external mixture knob from Dave Atkins, but it only changes the = mixture by=20 plus and minus 10 percent, (so you don't have to go into the = programming mode=20 to make minor mixture adjustments). I tried that, but I suspect the = mixture=20 ratios were too far off for the external mixture knob to compensate = for.=20 Obviously, not enough time to start programming on the handheld ECU = programmer=20 during the flare.  Sh** happened very=20 fast.   
      One = thing I keep=20 wondering about, however....Initially, I ran it up with the bigger = prop and=20 tried to get more rpm's.  Just wouldn't happen with a prop made = for 200=20 horsepower, and a Turbo engine without a turbo that was probably = capable of=20 140 horsepower.  I tried for quite some time, and the water temps = finally=20 hit 230 degrees, so I shut her down, and exchanged props.  It = only took=20 10 minutes to change the prop, and when I turned on the ingintion to = check=20 temps, the water temp was still 210.  I started the engine. and = while=20 taxiing to the runway, the temps came down to 200. That's what the = water temp=20 was when I locked the brakes and checked my static rpm with the = smaller prop.=20 Temps of course started climbing, so I released the brakes to get some = airflow=20 to cool the radiator.  I have always been able to cool the engine = in the=20 climb, so I wanted to get airborne as soon as possible.  I assume = the=20 water temps were probably around 210 to 220 by the time I = rotated.  I=20 have never taken off with temps this high. I'm thinking it might be = possible=20 that the higher temps inside the cowling caused a vapor lock, or = boiled the=20 fuel out of the intake, or I ingested one of the many birds nests that = the=20 birds just constructed inside my cowling last night, or it was just = the=20 boogey-man.  Unfortunately, I was unable to get to 110 knots in = the=20 attempted climb, so I'm pretty sure I got no cooling assistance from = incoming=20 air. For some reason, I failed to watch all the gages while trying to = avoid=20 the windsock, so I didn't note just how high the water temp = got.  I=20 DO know that after I restarted the engine to get out of the mud, it = had=20 sufficient power to pull me out and back onto the taxiway, and back to = the=20 hangar.  I haven't run it since.  I may fire it up tomorrow = and just=20 take it up for one trip around the pattern (only kidding, Rusty). I = may fire=20 it up just to see if it runs OK and to see if there is any obvious=20 problem. 
      We did = an oil=20 change, but I don't remember putting any oil back in after draining = it...think=20 that would make any difference?  (kidding).   Will keep = you=20 posted.  Paul, not flying now, Conner

No virus found in this incoming message.
Checked by AVG=20 Anti-Virus.
Version: 7.0.300 / Virus Database: 265.8.5 - Release = Date:=20 2/3/2005
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