X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from zproxy.gmail.com ([64.233.162.193] verified) by logan.com (CommuniGate Pro SMTP 5.0.3) with ESMTP id 861893 for flyrotary@lancaironline.net; Sat, 03 Dec 2005 12:50:28 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.233.162.193; envelope-from=wdleonard@gmail.com Received: by zproxy.gmail.com with SMTP id m22so707749nzf for ; Sat, 03 Dec 2005 09:49:42 -0800 (PST) DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=beta; d=gmail.com; h=received:message-id:date:from:to:subject:in-reply-to:mime-version:content-type:references; b=Ubw4nCiDkWbaT8D7qM2mcGhHQ1UDvqoGsalXWEY9gtncm6EgknV2O7btpmQxUEExY8V3C3T+hi+HMBFx9d4pRujbWhK7bEH1jGnyg5li/zOEy7VqMO1g0bcX1nIK3Lj1IrfX5VXz99EL+wNBsOkUABqYCH3u2YS2HBF8HOG6Cp8= Received: by 10.65.11.4 with SMTP id o4mr2079398qbi; Sat, 03 Dec 2005 09:49:42 -0800 (PST) Received: by 10.65.192.17 with HTTP; Sat, 3 Dec 2005 09:49:42 -0800 (PST) Message-ID: <1c23473f0512030949s195e3811o7b340fa23cf35c3d@mail.gmail.com> Date: Sat, 3 Dec 2005 09:49:42 -0800 From: David Leonard To: Rotary motors in aircraft Subject: Re: [FlyRotary] Re: Intersting flight In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_Part_15013_1747256.1133632182712" References: ------=_Part_15013_1747256.1133632182712 Content-Type: text/plain; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable Content-Disposition: inline Steve, Glad you and the plane are in one piece. You and Ed illustrate the first rule of troubleshooting, that Tracy has tried to instill in us - don't think, but follow a fixed engine-out routine that you practice in your head often. Ed just pushed that relay without thinking - as force of habit, didn't hurt anything. Earlier he tried to out-think his routine and failed to switch tanks when that would have solved his problem. My primary flight instructor drilled it into me too: aviate, navigate(brief), communicate(brief), fuel selector, circuit breakers, master switch, mags, mixture rich, carb heat on. In the C150 it flows in a fixed "T" from memory. Then you can allow yourself to think if time permits. Of course, I would probably try to outsmart myself if I ever had an engine out - so thanks to you and Ed and Tracy for reminding me to practice that routine! :-) Great job with the most important part - aviate!!! Dave Leonard Turbo Rotary RV-6 N4VY http://members.aol.com/_ht_a/rotaryroster/index.html http://members.aol.com/_ht_a/vp4skydoc/index.html On 12/3/05, Ed Anderson wrote: > > Hi Steve > > Very glad to hear you and aircraft got back on the ground safely. Yes, > events like those really do use up seat cushions - don't they. Glad you > found the problem - amazing how little things like adding tie wraps can > cause such an exciting "adventure". > > I too have a "Live Man" switch, actually a circuit breaker (normally open= ) > that when I push it in by-passes power around all switches to the critica= l > systems (fuel and spark). I aborted a take-off from a 2200 ft runway > (after getting airborne) when the engine began to surge. Only thing I di= d > have time to do (which in hind sight was a waste of effort) was too push > in > the circuit breaker. Of course, the odds of a surging engine being cause= d > by a electrical problem is low - turned out it was the fuel map set too > low > for the higher engine rpms (this was when I was using an HALTECH EFI whic= h > you had to tune with laptop). > > But, a good idea in my opinion since often use switches could possibly > fail. > > In any case, sounds like all the thought processes regarding what to do > were > well done Land long and land hot if you have too - far better to go off > the > far end doing 20 mph than end up short on distance or airspeed - my > opinion, > of course. > > Ed A > > > -- ------=_Part_15013_1747256.1133632182712 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable Content-Disposition: inline
Steve,
 
Glad you and the plane are in one piece.  You and Ed illustrate t= he first rule of troubleshooting, that Tracy has tried to instill in us&nbs= p;- don't think, but follow a fixed engine-out routine that you practi= ce in your head often.  Ed just pushed that relay without thinking - a= s force of habit, didn't hurt anything.  Earlier he tried to out-think= his routine and failed to switch tanks when that would have solved his pro= blem.  My primary flight instructor drilled it into me too: aviate, na= vigate(brief), communicate(brief), fuel selector, circuit breakers, master = switch, mags, mixture rich, carb heat on.  In the C150 it fl= ows in a fixed "T" from memory.  Then you can allow yourself= to think if time permits.
 
Of course, I would probably try to outsmart myself if I ever had an en= gine out - so thanks to you and Ed and Tracy for reminding me to practice t= hat routine!  :-)
 
Great job with the most important part - aviate!!!
 
On 12/3/05, = Ed Anderson <eanderson@= carolina.rr.com> wrote:
Hi Steve

Very glad to hea= r you and aircraft got back on the ground safely.  Yes,
events= like those really do use up seat cushions - don't they.  Glad yo= u
found the problem - amazing how little things like adding tie wraps can=
cause such an exciting "adventure".

I too have a "= ;Live Man" switch, actually a circuit breaker (normally open)
that = when I push it in by-passes power around all switches to the critical
systems (fuel and spark).  I aborted a take-off  fr= om a 2200 ft runway
(after getting airborne) when the engine began to su= rge.  Only thing I did
have time to do (which in hind sight wa= s a waste of effort) was too push in
the circuit breaker.  Of course, the odds of a surging engine= being caused
by a electrical problem is low - turned out it was the fue= l map set too low
for the higher engine rpms (this was when I was using = an HALTECH EFI which
you had to tune with laptop).

But, a good idea in my opinion sin= ce often use switches could possibly fail.

In any case, sounds like = all the thought processes regarding what to do were
well done  = ;Land long and land hot if you have too - far better to go off the
far end doing 20 mph than end up short on distance or airspeed - my opi= nion,
of course.

Ed A





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