I had to set my RV-6 down on highway 395 near Bishop Tuesday, and here is
the story. Mostly things I could have done better, some that I did right or
otherwise got lucky. It is an RV6 tip up with a turbocharged Mazda rotary
engine.
I took the RV up to Mammoth to ski for the weekend. When I returned to the
plane Sunday evening I discovered a small puddle of coolant under the engine.
I had some concerns about the cold as my antifreeze had been recently diluted
with water when I had to make a field repair of a coolant leak but I neglected
to replace the antifreeze (big mistake #1). I estimated 25/75 antifreeze/water
and the temperatures were supposed to be in the low 20's overnight. This I
thought would be enough but I was not sure. The puddle of coolant seemed to
prove that overnight the temp got low enough to freeze some coolant and crack
something.
A quick look under the cowl failed to reveal the souce of the leak other
than it was not coming from the previously fixed coolant line or anywhere
other than the radiator itself. I didn't have time to trouble shoot as I had
to get home to be at work the next day.
I was able to hitch a ride home in another aircraft, then drive back up the
following evening after work. When I arrived at the airport at 10pm the
temperature was 3 deg F. In order to prevent any further damage, I added some
anti freeze and ran the engine for a while to circulate it. When I left the
airport at 11:30 pm the temperature was -3 deg. This is obviously colder than
I had expected and was probably responsible for the damage. The temperature in
town was 20 deg despite the fact that town is higher in elevation. The only
explanation I have for the extreme low temp at the airport is temperature loss
from sublimation of the vast deep snow fields around the airport in the very
dry air (just a guess).
I arrived at sun-up the next morning (temp again 4 deg at airport but 19 in
town) and got to work on fixing the leak. After several engine runs I
determined that the leak was indeed coming from somewhere in the radiator.
There did not seem to be any coolant in the oil, but I identified and fixed an
oil leak in the turbo oil return line. Also, the engine breather tube (which
vents down in the gear leg) had frozen and was causing the turbo to burn oil.
That issue was fixed as well.
In order to temporize the radiator leak I decided to use a can of radiator
stop-leak and switch coolant to Evan's NPG. NPG is a pure propylene glycol
coolant that has a very high boiling temp and can therefore be run with little
or no coolant system pressure. I switched out the coolant, added the
stop-leak, and changed to a 7 psi radiator cap. The stop-leak appeared to do
it's job as there was no visible continued leak after an hour of running the
engine on the ground at fast idle with some brief runs at higher RPM.
At about 2pm I was cold (temp at the airport now in the mid 20's) and tired
(had slept in the car overnight) but decided it was safe to make the flight to
Bishop - 27 miles away and 3000 feet lower. There I would remove the cowl and
give everything a good look. Since the coolant leak had only lost about a
quart in 3 days, was now sealed and would be flown with low pressure I assumed
the most I could loose in the 15 min flight would be about a cup of coolant
(Big mistake #2?)
The first 8 minutes of flight all systems were green. Then over the course
of a minute the coolant temp went up to over 280, oil temp up to over 200 (the
highest it has ever been). Being about half-way I decided to continue to the
lower Bishop airport. Then the alternator quit (buss voltage dropped to 11.7
and battery showed a discharge). Then oil pressure dropped to zero, followed
shortly after by the engine stopping to make power and a puff of smoke coming
in into the cockpit thought the heater vent (cowl air - not a heat muff).
It appeared as though I would be able to glide to the Bishop airport. I was
at 9000 feet. Bishop was 13 miles away at 4000 feet with no significant winds.
This distance is solidly within the typical glide ratio of the RV6 so I calmly
assumed there would be an easy dead-stick onto the airport.
I tried to get the prop to stop windmilling by slowing. In my initial
flight testing I had been able to stop the prop from windmilling at about 80
kts. However, even by slowing to 65kts IAS I was unable to stop the
windmilling. It turns out that overheating the engine had caused the loss of
compression on all rotor faces and this prevented me from stopping the
windmilling. I was seeing descent rates of 800-1000 fpm at 90 KIAS and it soon
became apparent that making the airport would be sketchy at best, so I opted
for a quality highway rather than try to overfly the town to make the
airfield.
I was able to spot a section of Hwy 395 that was 4-lane divided (no
opposing traffic) that also seemed to be free of turns, power lines and
intersections. I relayed my situation to the Bishop unicom and got a prompt
response. I turned off my fuel pump and in accordance with my training turned
off the master power on short final... Doh! I have all electric flight
instruments and now had no time to re-boot either of my 2 air speed
indicators.
My plan for traffic avoidance was to come in faster than typical traffic
speed, then bleed off that speed at 20 feet over the highway. That way any
traffic has plenty of time to see me and slow down while I am bleeding off
speed. Touchdown was uneventful and quite a relief. No injury or damage.
The Bishop police were there within minutes, and 2 hours later the plane
was tied down at the Bishop airport. I had no time or desire to remove the
cowl so the cause is still very unclear. A loss of the accessory belt would
explain both the inability to cool and the loss of the alternator, but my bet
is still on something to do with the extreme cold and radiator leak. I have to
shamefully admit that time pressures were a contributing factor. Feeling the
need to return home, I probably rushed the testing process after making
repairs. I should have circled Mammoth airport in order to test the repairs at
high power before attempting continued flight, especially in mountainous
terrain (though there is no freeway in SoCal that would be as forgiving as
that section of 395).
I plan to rent some kind of truck next weekend and drive up, remove the
wings, and bring the plane home. It will remain in our garage for the next 8
months while I deploy to Iraq. (Suggestions or offers for use of an adequate
truck or trailer would be much appreciated). This will also give me a chance
to paint the plane and do a lot of the finishing touches that will be easier
to do at home than at the airport. Obviously I will need to rebuild the engine
as well, but that is a relatively minor issue.
This was quite a learning experience I obviously hope I never have to
repeat. All things considered, I feel quite lucky that things turned out so
well.
Lastly, I want to thank the Bishop Unicom, Police Dept, Highway Patrol, Cal
Trans, and Fire Department who were all very professional and helpful. Also,
thank you to the fellow RV6 owner was passing by and took an hour and a half
out of his day to drive back up to Mammoth and get my car for me.
--
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