X-Virus-Scanned: clean according to Sophos on Logan.com X-PolluStop-Diagnostic: (direct reply)\eX-PolluStop-Score: 0.00\eX-PolluStop: Scanned with Niversoft PolluStop 2.1 RC1, http://www.niversoft.com/pollustop Return-Path: Received: from [24.25.9.102] (HELO ms-smtp-03-eri0.southeast.rr.com) by logan.com (CommuniGate Pro SMTP 4.3c4) with ESMTP id 863494 for flyrotary@lancaironline.net; Sat, 09 Apr 2005 20:37:29 -0400 Received-SPF: pass receiver=logan.com; client-ip=24.25.9.102; envelope-from=eanderson@carolina.rr.com Received: from edward2 (cpe-024-074-185-127.carolina.res.rr.com [24.74.185.127]) by ms-smtp-03-eri0.southeast.rr.com (8.12.10/8.12.7) with SMTP id j3A0agY5014524 for ; Sat, 9 Apr 2005 20:36:43 -0400 (EDT) Message-ID: <001901c53d65$661ec150$2402a8c0@edward2> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: No Joy on Sun & Fun{:<( Date: Sat, 9 Apr 2005 20:36:55 -0400 MIME-Version: 1.0 Content-Type: multipart/related; type="multipart/alternative"; boundary="----=_NextPart_000_0015_01C53D43.DEB9D130" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1106 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1106 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_0015_01C53D43.DEB9D130 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0016_01C53D43.DEB9D130" ------=_NextPart_001_0016_01C53D43.DEB9D130 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Thanks, Georges, I would like to think it was just plastic melted onto the apex seals - = but am doubtful. Yes, the static is up around 150-200 rpm now getting = 6100. I was fixing to level out for a WOT speed run when fate decided = otherwise. So don't know how it would have been at the top end but may = have picked up a couple hundred rpm there as well. For certain it was at least as good or slightly better than the old one = and weight considerably less (looked prettier also {:>) Ed ----- Original Message -----=20 From: Echo Lake Fishing Resort (Georges Boucher)=20 To: Rotary motors in aircraft=20 Sent: Saturday, April 09, 2005 7:07 PM Subject: [FlyRotary] Re: No Joy on Sun & Fun{:<( Hi! Ed Really sorry to hear about your engine problem! But on the other = side of the coin it could have happened on the way to S&F in a location = without an airport.. On the bright side if it is the plastic out of the = intake plenum, it could only be melted on the apex seal ruining = compression (specially if both rotors & all six seals are affected) the = damage may negligible!! Keep us posted. By the way did you get an = improvement with the new manifold? Regards. Georges Boucher -------Original Message------- From: Rotary motors in aircraft Date: 04/09/05 14:10:18 To: Rotary motors in aircraft Subject: [FlyRotary] No Joy on Sun & Fun{:<( Folks, for those of you who I hoped to meet at Sun & Fun this = year, its not going to happen. =20 Story follows: After the sun broke through the early AM clouds, I launched at = 1000 and found myself with a tail wind (unbelievable). I started a 500 = fpm slow climb to stay under Bravo airspace and reached 7000 MSL about = 20 miles or so on top of a overcast (clear on the other side), when the = fun started. The first indication was a difference in the engine sound, then = I noticed the EGT on the rear rotor dropping. #&%^@ spark Plug SAG was = my initial thought - but, I had just put in 4 new B9EQV spark plugs the = previous day. Then as things continued to develop (like EGT went to min = 1200F) I noticed that the EGT (which normally only drops 300F) was at = effectively zero (or bottom of meter at 1200F). Well, as Tracy has = mentioned pulling back on the power generally helps, so I did - no joy. = Tried switching off primary and secondary injectors (alternatively of = course) still no improvement. By this time I had begun a 180 deg turn = (into a now headwind). I tried varying the mixture control - switched fuel tanks in = case I picked up bad fuel in one tank (see I do learn) - fuel pressure = was 43 psi (nominal), oil pressure was 70 psi (nominal), Oil temp was = down to 160F, coolant was also down to 160F ( a bit low). Indicating = that perhaps less power was being produced. The aircraft was now = vibrating with the characteristic one-rotor-running vibration. = Altitude was down to 6500 MSL, but I was making no attempt to hold = altitude. Finally can see ground beneath, home base still 50 miles = away. Situation is continuing to deteriorate, I have increased fuel = flow to 14 gph just to maintain 5000 rpm. A fuel flow of below 12 gph = and the engine starts to unwind as if it is going to stop.=20 Now I noticed that EGT on rotor number one is coming down to = around 1500F. Clearly not Sparkplug SAG. Because of the high fuel flow = I though perhaps I had a fuel problem even though pressure was OK. I = had also switched fuel tanks, just in case on tank was bad. Engine is = clearly losing power progressively. I still had 6000 MSL and was = thinking about getting home, but then decided that going into the = headwind I would have very little glide (ground path) and there were no = airfield down wind of me anywhere within 40 miles. I decided to divert to Lancaster ,SC airport (cross wind) as it = was the closest and had a 6000 ft runway - plus I could see it off my = left wing. On the way, down I thought about turning off the engine to = preserve any remaining engine power in case I needed it to make the = runway. THEN! I remember saying so many time, that despite damage - so = long as a rotary is RUNNING, it will stay running - but, if you turned = it off you would probably never get it started again. I quickly = switched the injectors back on while the prop was still windmilling and = the engine caught and fired back up. Actually had 3000 ft when I = arrived over the airfield, so would probably have made it with the = engine stopped. Landing was uneventfully and I turned off on the taxi = way with the engine still running. I notice that it took almost full = throttle just to make the aircraft taxing up a the small incline to the = terminal. Got parked, uncowled and could find no evidence of anything = amiss - but, clearly I was not going any further in the air this day. Then I grabbed the prop and pulled it through - no evidence of = compression on any of the six rotor faces! It will be a day or two before I can get the engine off and torn = down to determine the cause of the problem but here are my two = candidates in no particular order other than the sequence in which they = occurred to me. THIS IS PRELIMINARY, so stand by for corrections after I open = the engine up. Candidate one (my initial thought) - the new style B9EQV spark = plugs electrodes stuck too far down into the combustion chamber and all = six apex seals got clipped. However, if this were the cause, you would = have though that my several full throttle runup the day before Or early = in my max power climb it would have happened. Why did it wait until = 70-80 miles down the road - took that long for heat expansion to = elongate the plug sufficiently to clip the apex seals? Hard to believe, = but I guess it possible. These are colder plugs so would stay cooler = longer But, I would have expected that if this were the cause, the = effective would have been immediate or very soon after take off.. Candidate two. I installed the plastic plenum several days ago = and have had a number or WOT runs on the ground, but this was the first = flight. Recall, thought, I have flown with plastic plenums for a = number of hours on previous iterations of intake systems (three intakes = to be precise). There is a 3/8" wall of plastic separating the primary = and secondary runners inside this plenum. This wall divides the two = runners from each other . When the TB is wide open the throttle plate = edge is at that divider and parallel to it. To improve airflow I had = sanded that divider at the throttle body to a thinner front edge (a 3/8" = blunt wall would hurt airflow). The thought occurs that perhaps this = had disintegrated and been ingested causing the damage (those powerful = FAW pulses). This would account for the problem not happening = immediately and after the climb to 7000 MSL. I examined the engine and = the exterior surface of the plenum and there was no evidence of cracks, = etc. However, it did not occur to me at the time, while waiting for the = wife to drive 50 minutes to get me, to take off the air flow tube to = examine the internal condition of the plenum, will do that tomorrow.=20 Candidate three??? Any other thoughts before I tear it down and = end the mystery?? Oh, to complete the picture with local color, the local airport = manager suggested that I remove my radios - I asked why? Well it turns = out they had theft of such a week before (just GREAT!). So pulled all = the electronic gear, even took my seat cushions home with me. While = removing the radios - guess who drives up - nope not the wife, yep!, the = county's local detective assigned to the theft case and asks me what I = am doing - well, removing radios, of course. But, all ends well and I = don't get hauled to jail on top of everything else {:>) So again, my disappointment in not getting to see many of you = down there. Fix it up and fly down Tuesday you say? Well, even if = there were no serious damage to housings or rotor (I should be so = lucky), the guy who sell the apex seal I would use - is down in Florida = - at Sun & Fun I do believe {:>). I have already talked with Tracy and told him of my sparkplug = theory, but I now have to give equal (if not more weight) to = disintegrating plenum. But, once again, I am amazed at the damage a = rotary engine will take and continue to produce power. Here both rotors = were damaged -not just one - and yet I could still manage, at its lowest = 3000 rpm) - probably enough power to keep my RV and me airborne in a = long glide to home (but why chance it when things could get worst). = Besides the prospect of having to make a go-a-round if I misjudged the = approach to our narrow 2200 ft runway was not appealing - 6000ft was = better. Well, like I always say anything that wants to break on the = ground if just fine with me. Any thing that wants to break in the air - = so long as it gets me safely back to an airpatch (before dying = completely) - is also just fine with me. =20 My story for the day, now where did I put that bottle of = Whiskey? Best Regards Ed Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com =20 =20 =20 -------------------------------------------------------------------------= ----- No virus found in this outgoing message. Checked by AVG Anti-Virus. Version: 7.0.308 / Virus Database: 266.9.5 - Release Date: 4/7/2005 -------------------------------------------------------------------------= ----- >> Homepage: http://www.flyrotary.com/ >> Archive: http://lancaironline.net/lists/flyrotary/List.html ------=_NextPart_001_0016_01C53D43.DEB9D130 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Thanks, = Georges,
 
I would like to think it = was just=20 plastic melted onto the apex seals - but am doubtful.  Yes, the = static is=20 up around 150-200 rpm now getting 6100.  I was fixing to level out = for a=20 WOT speed run when fate decided otherwise.  So don't know how it = would have=20 been at the top end but may have picked up a couple hundred rpm there as = well.
 
For certain it was at = least as good=20 or slightly better than the old one and weight considerably less (looked = prettier also {:>)
 
Ed
----- Original Message -----
From:=20 Echo=20 Lake Fishing Resort (Georges Boucher)
Sent: Saturday, April 09, 2005 = 7:07=20 PM
Subject: [FlyRotary] Re: No Joy = on Sun=20 & Fun{:<(

Hi! Ed
Really sorry to hear about your engine problem! But on the = other=20 side of the coin it could have happened on the way to S&F in = a=20 location without an airport.. On the bright side if it is = the=20 plastic out of the intake plenum, it could only be melted on the = apex=20 seal ruining compression (specially if both rotors & all six = seals=20 are affected) the damage may negligible!!  Keep us posted. = By the=20 way did you get an improvement with the new manifold?
Regards.
Georges Boucher
 
-------Original=20 Message-------
 
From: Rotary motors in=20 aircraft
Date: = 04/09/05=20 14:10:18
To: Rotary motors in=20 aircraft
Subject: = [FlyRotary]=20 No Joy on Sun & Fun{:<(
 
Folks, for those of you who I = hoped to meet=20 at Sun & Fun this year, its not going to happen.  =
 
Story follows:
 
After the sun broke through the = early AM=20 clouds, I launched at 1000 and found myself with a tail wind=20 (unbelievable).  I started a 500 fpm slow climb to stay = under Bravo=20 airspace and reached 7000 MSL about 20 miles or so on top of a = overcast=20 (clear on the other side), when the fun started.
 
The first indication was a = difference in=20 the engine sound, then I noticed the EGT on the rear rotor=20 dropping.  #&%^@ spark Plug SAG was my initial thought = - but, I=20 had just put in 4 new B9EQV spark plugs the previous day.  = Then as=20 things continued to develop (like EGT went to min 1200F) I = noticed that=20 the EGT (which normally only drops 300F) was at effectively zero = (or=20 bottom of meter at 1200F).  Well, as Tracy has mentioned = pulling=20 back on the power generally helps, so I did  - no = joy.  Tried=20 switching off primary and secondary injectors (alternatively of = course)=20 still no improvement.  By this time I had begun a 180 deg = turn=20 (into a now headwind).
 
I tried varying the mixture = control  -=20 switched fuel tanks in case I picked up bad fuel in one tank = (see I do=20 learn)  - fuel pressure was 43 psi (nominal), oil pressure = was 70=20 psi (nominal), Oil temp was down to 160F, coolant was also down = to 160F=20 ( a bit low). Indicating that perhaps less power was = being=20 produced.  The aircraft was now vibrating with the = characteristic=20 one-rotor-running vibration.   Altitude was down to = 6500 MSL,=20 but I was making no attempt to hold altitude.  Finally can = see=20 ground beneath, home base still 50 miles away.  Situation = is=20 continuing to deteriorate, I have increased fuel flow to 14 gph = just to=20 maintain 5000 rpm.  A fuel flow of below = 12 gph  and=20 the engine starts to unwind as if it is going to=20 stop. 
 
Now I noticed that EGT on rotor = number one=20 is coming down to around 1500F.  Clearly not Sparkplug = SAG. =20 Because of the high fuel flow I though perhaps I had a fuel = problem even=20 though pressure was OK.  I had also switched fuel tanks, = just in=20 case on tank was bad.  Engine is clearly losing power=20 progressively.  I still had 6000 MSL and was thinking about = getting=20 home, but then decided that going into the headwind I would have = very=20 little glide (ground path) and there were no airfield down wind = of me=20 anywhere within 40 miles.
 
I decided to divert to = Lancaster ,SC=20 airport (cross wind) as it was the closest and had a 6000 ft = runway -=20 plus I could see it off my left wing.  On the way, down I = thought=20 about turning off the engine to preserve any remaining engine = power in=20 case I needed it to make the runway.  THEN! I remember = saying so=20 many time,  that despite damage - so long as a rotary is = RUNNING,=20 it will stay running - but, if you turned it off you would = probably=20 never get it started again.  I quickly switched the = injectors back=20 on while the prop was still windmilling and the engine caught = and fired=20 back up.   Actually had 3000 ft when I arrived over = the=20 airfield, so would probably have made it with the engine = stopped. =20 Landing was uneventfully and I turned off on the taxi way with = the=20 engine still running.  I notice that it took almost full = throttle=20 just to make the aircraft taxing up a the small incline to the=20 terminal.
 
Got parked, uncowled and could = find no=20 evidence of anything amiss - but, clearly I was not going any = further in=20 the air this day.
Then I grabbed the prop and = pulled it=20 through - no evidence of compression on any of the six rotor=20 faces!
 
It will be a day or two before = I can get=20 the engine off and torn down to determine the cause of the = problem but=20 here are my two candidates in no particular order other than the = sequence in which they occurred to me.
 
THIS IS PRELIMINARY, so stand = by for=20 corrections after I open the engine up.
 
Candidate one (my initial = thought)  -=20 the new style B9EQV spark plugs electrodes stuck too far down = into the=20 combustion chamber and all six apex seals got clipped.  = However, if=20 this were the cause, you would have though that my several = full=20 throttle runup the day before Or early in my max power climb it = would=20 have happened.  Why did it wait until 70-80 miles down the = road -=20 took that long for heat expansion to elongate the plug = sufficiently to=20 clip the apex seals?  Hard to believe, but I guess it = possible.=20 These are colder plugs so would stay cooler longer  But, I = would=20 have expected that if this were the cause, the effective would = have been=20 immediate or very soon after take off..
 
Candidate two.  I = installed the=20 plastic plenum several days ago and have had a number or WOT = runs on the=20 ground, but this was the first flight.  Recall, thought, =  I=20 have flown with plastic plenums for a number of hours on = previous=20 iterations of intake systems (three intakes to be = precise). =20 There is a 3/8" wall of plastic separating the primary and = secondary=20 runners inside this plenum.  This wall divides the two = runners from=20 each other .  When the TB is wide open the throttle plate=20 edge is at that divider and parallel to it.  To=20 improve airflow I had sanded that divider at the throttle = body to a=20 thinner front edge (a 3/8" blunt wall would hurt=20 airflow).    The thought occurs that perhaps this = had=20 disintegrated and been ingested causing the damage (those = powerful FAW=20 pulses).  This would account for the problem not happening=20 immediately and after the climb to 7000 MSL.  I examined = the engine=20 and the exterior surface of the plenum and there was no evidence = of=20 cracks, etc.  However, it did not occur to me at the time, = while=20 waiting for the wife to drive 50 minutes to get me, to take off = the air=20 flow tube to examine the internal condition of the plenum, = will do=20 that tomorrow. 
 
Candidate three???  Any = other thoughts=20 before I tear it down and end the mystery??
 
 
Oh, to complete the picture = with local=20 color,  the local airport manager suggested that I remove = my radios=20 - I asked why?  Well it turns out  they had  = theft of=20 such a week before (just GREAT!).  So pulled all the = electronic=20 gear, even took my seat cushions home with me.  While = removing the=20 radios - guess who drives up - nope not the wife, yep!, the = county's=20 local detective assigned to the theft case and asks me what I am = doing -=20 well, removing radios, of course.  But, all ends well and I = don't=20 get hauled to jail on top of everything else = {:>)
 
So again, my disappointment in = not getting=20 to see many of you down there.  Fix it up and fly down = Tuesday you=20 say?  Well, even if there were no serious damage to = housings or=20 rotor (I should be so lucky), the guy who sell the apex seal I = would use=20 - is down in Florida - at Sun & Fun I do believe=20 {:>).
 
  I have already talked = with Tracy and=20 told him of my sparkplug theory, but I now have to give equal = (if not=20 more weight) to disintegrating plenum. But, once again, I am = amazed at=20 the damage a rotary engine will take and continue to produce=20 power.  Here both rotors were damaged -not just one = - and yet=20 I could still manage, at its lowest 3000 rpm) - probably enough=20 power to keep my RV and  me airborne in a long glide = to home=20 (but why chance it when things could get worst).  Besides = the=20 prospect of having to make a go-a-round if I misjudged the = approach to=20 our narrow 2200 ft runway was not appealing - 6000ft was=20 better.
 
Well, like I always say = anything that wants=20 to break on the ground if just fine with me.  Any thing = that wants=20 to break in the air - so long as it gets me safely back to an = airpatch=20 (before dying completely) -  is also just fine with = me. =20
 
My story for the day, now where = did I put=20 that bottle of Whiskey?
 
Best Regards
 
Ed
 
 
Ed Anderson
Rv-6A N494BW = Rotary=20 Powered
Matthews, NC
eanderson@carolina.rr.com
 

No virus found in this outgoing message.
Checked by AVG=20 Anti-Virus.
Version: 7.0.308 / Virus Database: 266.9.5 - Release = Date:=20 4/7/2005

>>  Homepage: =20 http://www.flyrotary.com/
>>  Archive:  =20 = http://lancaironline.net/lists/flyrotary/List.html
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