X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mta21.charter.net ([216.33.127.81] verified) by logan.com (CommuniGate Pro SMTP 5.2.14) with ESMTP id 3670212 for flyrotary@lancaironline.net; Wed, 03 Jun 2009 12:44:05 -0400 Received-SPF: neutral receiver=logan.com; client-ip=216.33.127.81; envelope-from=rotary@cmowens.com Received: from imp09 ([10.20.200.9]) by mta21.charter.net (InterMail vM.7.09.01.00 201-2219-108-20080618) with ESMTP id <20090603164308.EOES3344.mta21.charter.net@imp09> for ; Wed, 3 Jun 2009 12:43:08 -0400 Received: from [192.168.0.100] ([24.241.157.64]) by imp09 with smtp.charter.net id zUj61b00S1Pewrc05Uj6oN; Wed, 03 Jun 2009 12:43:08 -0400 Mime-Version: 1.0 (Apple Message framework v753.1) In-Reply-To: References: Content-Type: multipart/alternative; boundary=Apple-Mail-5--547747441 Message-Id: <8B0207CB-BC87-48DA-831C-7F02CB01081D@cmowens.com> From: Christopher Owens Subject: Re: [FlyRotary] Incident No. 5119 Date: Wed, 3 Jun 2009 11:43:44 -0500 To: "Rotary motors in aircraft" X-Mailer: Apple Mail (2.753.1) --Apple-Mail-5--547747441 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=WINDOWS-1252; delsp=yes; format=flowed Hi Ed, Very very insightful. Many thanks for sharing your experience! Best regards, Chris On Jun 3, 2009, at 10:16 AM, Ed Anderson wrote: > Certainly not trying to =93TOP=94 Al=92s door incident =96 by the way, = good =20 > airman ship and decisions, Al! Glad the damage was no worst that =20 > it was. > > But several folks who were not at the Texas Round up have asked =20 > about the =93Ed=92s Incident=94. For those of you who were at the =20 > roundup, you will probably want to skip this repeat. > > Incident No. 5119 > > One the way to Texas I had an incident that ended up in with me and =20= > aircraft making a 7 mile engine-out glide into Craig Field (Selma, =20 > Alabama). Again =96 NO! It was not fault of the engine or even the =20= > subsystems. But, the complete answer is not provided until after =20 > my litany of the conditions and symptoms =96 can you figure it out? > > I took off on Thursday AM planning on stopping in Mississippi to =20 > join up with Charlie England and Tracy. After spending the night =20 > there, we all three would head for Texas. But, the weather (as you =20= > are aware) has been laying over the southeast for days with rain =20 > and more rain =96 but I launched into it anyway as past Atlanta, GA =20= > things were forecast to improve.. > > Other than dodging lines of clouds and a bit of scud running, but =20 > not much, I landed at Alexandria City to the southwest of Atlanta, =20 > GA to take on fuel. I then climbed back in and fire it up and took =20= > off. > > I noticed that during climb-out the engine would occasionally miss =20 > and thought the fuel might have had a bit of water in it, but was =20 > not really concerned. So I fly on for approx another 45 minutes =20 > and had just passed Selma, Alabama and old Craig Air Force base, =20 > and turned west toward Mississippi, when more symptoms began to occur. > > It started to act like a case of SAG (fouled spark plugs) where the =20= > rpm will drop a bit =96 not dangerous - just nerve racking. But, =20 > shortly things began to go beyond the SAG symptoms, so I though I =20 > might have an injector problem (like one sticking open or not =20 > opening at all). Since our injectors are in pairs, I tried turning =20= > off one figuring if things got better, then that pair might have a =20 > bad injector. > > So I turned off one pair and sure enough the symptoms abated a bit =20 > (more on this later) so I figured I had a bad injector in that =20 > pair. To be certain I turned this =93bad=94 pair back on and turn off = =20 > the =93good=94 pair expecting the symptoms to really get bad as I = would =20 > now be running on only the =93bad=94 pair =96 much to my surprise when = I =20 > turned off the =93good=94 pair =96 the symptoms also abated. So that =20= > indicated it was not an injector problem =96 but what? > > About this time, I decided to turn the aircraft back around toward =20 > Craig Field and dodging clouds headed back with the engine =20 > progressively getting worst. It appeared to be a fuel problem (and =20 > while that is ultimately the subsystem affected - it was not the =20 > root cause). The fuel pressure was ranging from zero to 80 psi, =20 > other electrical things were also misbehaving. I check the =20 > voltmeter thinking perhaps the alternator had died =96 but it showed =20= > 14 volts. So back to the fuel system. > > Finally, the engine just stops with the prop standing still - =20 > like a hood ornament, I=92m at around 4500-5000 MSL at this point =20 > having lost some altitude dodging a cloud (good old GPS just kept =20 > pointing to Craig Field). At that time I am 7 miles out from Craig =20= > Field at 4500 msl with at stopped prop, a crippled seat cushion and =20= > a dry mouth. Yes, I know I=92ve been there before, but I don=92t = think =20 > you ever get =93use=94 to it. I recalled thinking things just can=92t = =20 > get worst when they very shortly and suddenly - did. > > I keyed the radio and made a call to Craig Field at 4 miles on the =20 > GPS (I=92m starting to get good at this) but before I could get their =20= > reply, I heard a =93CLANK=94 (without the engine running you can hear =20= > things like that) like a relay springing open (it was) and the =20 > entire panel goes dead!!!! No radio, no engine instruments, not =20 > even a stinking LED was lit =96 only the battery powered GPS. Can =20 > you spell =93total electrical failure?=94 Talk about a lonely feeling = =20 > =96 amazing how comforting having lights on and radio =96 you could =20= > almost convince yourself this was just a practice engine-out =20 > landing, but not when the panel goes dark. No engine gauges, no =20 > radio, nada! > > Well not being one inclined to panic (but I seriously considered it =20= > for a moment {:>)), I continued toward Craig field =96 I mean like =20 > there were lots of other alternatives. Well Once again I found =20 > myself in the =93fortunate position=94 of being too high, too much =20 > altitude. So I put in 40 degs of flaps to steepen my rate of =20 > descent. But, then I decided this time that rather than do the 360 =20 > I had done on a previous Incident to lose =93excessive=94 altitude, I =20= > would try to glide - a more or less - regular traffic pattern. > > However, I neglected to remember to retract the flaps. So I found =20 > myself on the downwind around mid-field at pattern altitude (which =20 > felt normal) until I suddenly realized that you CAN NOT maintain =20 > that pattern altitude without an engine!!! Duh! > > I knew I could never make it to the far end of the runway before =20 > turning base (toward the runway), so I started my turn immediately, =20= > to make matters a bit worst - I had been paralleling the runway on =20 > the downwind leg a bit too close =96 must have been the comforting =20 > feeling of being close to safety. This position naturally required =20= > a tighter turn and as I turned I saw I was likely to miss the =20 > runway and land in the grass. So I though I need to steepen this =20 > turn further (this is called COFFIN CORNER), but fortunately =20 > glanced at my airspeed indicator to see it only registering 80 MPH =20 > and my rate of descent (normally 400-500 feet per minute) up to =20 > over 1000 feet per minute. The seat cushion suddenly vanished from =20 > this universe. > > But the REAL danger in this situation, as you all know, is your =20 > airspeed gets low, you are in a steep bank which greatly raises the =20= > stall speed - meaning at 80 mph you are close to a stall in a =20 > steep turn while your are not in straight and level. So I =20 > immediately straighten out of the turn =96 the little voice saying =20 > =93better to land in the grass than get their concrete runway all =20 > messed up=94. So the immediate danger of a stall was adverted, but I =20= > was still pointed toward the ground with a sink rate twice as high =20 > as normal (and I=92ve manage a few hard landings even with a normal =20= > sink rate). > > The hardest thing to do when you are sinking at a 1000 fpm a couple =20= > hundred feet above the ground (with your nose already pointed at =20 > the ground) is to push the stick forward steeping the dive even =20 > more. But, I manage to do that and picked enough air speed and =20 > energy to flair to a nice touch down =96 not even a bump. I=92ve =20 > always been amazed at what total concentration does to improve you =20 > landing {:>). > > Rolled to the end of the runway and had energy to roll off onto the =20= > taxiway. Got out, check under the aircraft for any evidence of =20 > leaks and started pulling the aircraft toward the far =96off =96 = hangar =20 > which had an airplane parked in front of it. A nice looking young =20 > woman comes riding a bicycle out to meet me. Hopped off and =20 > holding out her hand said =93Hi I=92m Angie, looks like we=92ll be =20 > spending time together=94 =96 so things are starting to look up {:>) > > So pulled the aircraft in to the hangar where the mechanic came =20 > over and ask what the problem was. Well, I looked at the volt =20 > meter and it said the battery was dead. Mechanic put on a battery =20 > charger and announced =93Yep! The battery is dead=94. So we both =20 > concluded that the alternator must have failed and not being able =20 > to replenish the drain on the battery by all the electrical systems =20= > such as fuel pumps, injectors, ignition coils, etc had drained the =20 > battery. > > However, there were a few problems with the analysis of a failed =20 > alternator. First, the low voltage warning light never came on to =20 > warn of an alternator problem, 2nd I never notice the voltmeter =20 > showing anything other than what it should for alternator voltage =96 =20= > like around 14 volts. While checking the voltage after the =20 > Mechanic had charged the battery, I noticed down below that the =20 > =93essential bus=94 switch was in the battery rather than the =20 > alternator position, so flicked it back to the alternator position =20 > figuring I must have accidentally kicked it while getting to some =20 > stuff in the baggage compartment of my RV-6A. > > It was getting late and being a bit tired not to mention stressed, =20 > I needed to get a rental car and a motel for the night. Did that, =20 > eat dinner and went to bed after sitting down and drawing out a =20 > problem tree with the entire major elements of the electrical system. > > So next morning I show up at the hangar early and meet Ben, the =20 > mechanic, the battery had received a charge of only 45 minutes the =20 > evening before, So I suggested we charged it for another hour and =20 > try to start the aircraft. Ben suggested a real stress test of the =20= > battery and NOT charge it anymore. Made sense, so we rolled the =20 > aircraft out of the hangar. I hopped in, threw a half dozen =20 > switches and punched the starter button. The engine started on the =20= > first prop blade rotation =96 so the battery was clearly OK. The =20 > engine is humming like a top. So I looked over at the voltmeter =20 > expecting it to show only around 12.8 volts instead of the 14 volts =20= > a functioning alternator would produce. Much to my and Ben=92s =20 > surprise the alternator voltage read 14 volts. We loaded the =20 > alternator by turning on the both l00 watt landing lights, all fuel =20= > pumps, the pitot heat, etc. The alternator voltage only drops =20 > perhaps 0.4 volts clearly indicating the alternator could carry the =20= > load and was OK. > > So here I am =96 battery is OK, alternator is OK =96 engine is purring = =20 > normally, so clearly this was all a figment of my deteriorating =20 > brain cells. I loaded up the aircraft and launched to do a few =20 > circuits of the airport =96 I did so and all was operating normally =20= > and so I radio them I was head onward to Texas. While flying, my =20 > mind could not let go of the problem and finally the light came on. > > The essential bus switch had (for my entire 10 + years of flying) =20 > been in the alternator position. The purpose of this switch is to =20 > isolate the battery from the alternator should the alternator fail =20 > - to prevent an alternator problem from draining the battery. So =20 > in event of an alternator problem, you move the switch from =20 > alternator to battery. Its call the essential bus because you only =20= > have the essential things drawing from the battery so you wont=92 =20 > drain it as quickly. The idea is to give you time (generally =20 > around 30 minutes) to find a safe place to land in case of =20 > alternator failure. > > > Well, at some point I had either (not paying attention) turned the =20 > switch to battery thinking I was turning the voltmeter switch to =20 > battery - or accidentally had move the switch from alternator to =20 > battery without noticing it by kicking it, etc. However, it was =20 > sort of protected in its position from accidental activation. It =20 > must have happened during refueling =96 as I got approx 45 minutes =20 > down the road on the battery after take off before quality battery =20 > time started to deteriorate. As the battery voltage fell due to =20 > the load (and no alternator link to replenish it), electrical =20 > things (mainly computers first) started acting up until they could =20 > not longer run the engine. The injectors would not open fully, =20 > etc. Then as the voltage level further decreased, the master relay =20= > which the battery held closed and which connected the (fully =20 > functional) alternator to the rest of the electrical system - =20 > opened up and removed ALL power from the electrical system. So no =20 > radio, no gauges, etc. > > Oh, another little factor that may have contributed, the voltmeter =20= > has a tiny toggle switch by it marked ALT BAT1 BAT2 for checking =20 > alternator battery 1 and battery 2 (which I no longer fly with) =20 > voltages. Down below It a couple of inches and off to the right is =20= > the essential bus normal size toggle switch =96 also marked ALT BAT1 =20= > BAT1. I normally never touch it and don=92t even think about it. =20 > But I could have reached for the voltmeter toggle thinking to check =20= > my battery voltage (which I do as a regular thing) and perhaps =20 > distracted by something reach a bit further down and instead moved =20 > the essential bus switch from Alternator to Battery cause this =20 > entire event. I know that I did not consciously do it. So it is =20 > either accidental or absence minded activation - either way ends =20 > with the same results {:>) > > > Now it became clear why it didn=92t matter which pair of fuel =20 > injectors I turned off =96 turning off either pair improved the =20 > situation because it slightly reduced the electrical load by a few =20 > amps =96 and the engine ran slightly better for a few moments. The =20= > same thing had happened when turning off one of the EFI fuel pumps =20 > =96 but what threw me was the alternator voltage continued to be =20 > normal during this. > > > After I knew the cause (switch in wrong position), I decided the =20 > problem was fixed so no reason to return to NC, and I just =20 > continued on to Texas. > > I know some of you may think that removing my second battery was a =20 > mistake =96 but, consider this, having another battery could have =20 > meant I would have been much further from a suitable airfield =20 > before they both went south. On the other hand, it might have =20 > caused me to at least think to throw the essential bus switch to =20 > the second battery and have the Light bulb come on. Who really =20 > knows. But, I have in mind a simply addition to my electrical =20 > circuit that should help in the future. > > > I do want to state that this time when the problems started I DID =20 > switch fuel tanks =96 but naturally it had no effect because this =20 > time it turned out, it was not a fuel problem =96 not the root cause =20= > at least. > > So what are the lessons learned: > > Put EVERY critical switch on your before-takeoff Check list > Perhaps put a guard around such critical switches to force =20 > conscious activation > Don=92t (hard not to) get overly focused on what you think is the =20 > problem =96 consider other possibilities. I thought it was a fuel =20 > problem (I even switched fuel tanks this time) =96 it turned out to =20= > be electrical in its root cause. > While the fuel pressure was jumping all over the place and the EGT =20 > was erratic and engine surging strongly indicating a fuel problem =96 =20= > the ultimate cause was electrical. Once the voltage got below a =20 > certain point the EC2 was still trying to pull the injectors open, =20 > but with the voltage so low it could not do it properly. > When the battery voltage dropped below a certain point, the master =20 > relay released and removed the alternator from the electrical =20 > system and the panel went dark =96 even though the alternator was =20 > still working > Immediately turn to the nearest airfield when serious problems =20 > occur - THEN work on fixing them. I only delayed for perhaps 2-3 =20 > minutes, but that could have made a difference. > Watch out for Coffin Corner turn when turning base to final =96 =20 > airspeed really bleeds off fast with no engine pulling you along =20 > (and especially with flaps deployed!) > IF you change your mind about landing approach type - remember to =20 > reconfigure your aircraft for the last decision =96 I had left my =20 > flaps deployed when I should have remembered to retracted them. =20 > Did that help prevent a Coffin Corner stall and spin or would it =20 > have put me closer to it? > You must increase airspeed over the wing to get the sufficient =20 > energy to over come a high sink rate. Pulling back on the stick =20 > when the ground is staring you in the face is the natural reaction =20 > =96 but, pushing forward to lower the nose is the correct action =96 =20= > providing of course you have sufficient altitude! > Battery life =96 I had a two year old 680 odyssey battery which I =20 > maintain a trickle charge on whenever I=92m not flying. With two EFI =20= > fuel pumps, boost pump, injectors, coils, EC2 and radio and just =20 > having started the engine before take off =96 this battery lasted 55 =20= > minutes. Well, the last 5 minutes was not quality battery time. =20 > So in my case, 30 minutes appears to be a very realistic battery =20 > life. In fact, had I turned off one EFI pump and the boost pump =20 > would have gained a few more miles. But, if I had recognized the =20 > need to turn them off at that time (I normally turn them off at =20 > cruise altitude), then I would have known how to =93fix=94 the = problem. > I=92ve decided to add a Schokkty diode between my essential bus and =20= > the alternator =96 so that as long as the alternator is producing =20 > sufficient voltage, then the battery will be getting some charge to =20= > replace the drain. I=92ve also decided to make that switch position =20= > a check-list item. > > So what it boils down to =96 if I had recognized early on that it =20 > was an electrical problem and not focused so much on the fuel =20 > system, I may have noticed the essential bus switch in the wrong =20 > position. Force yourself to examine other possible causes (easy to =20= > say =96 harder to do). > > NEVER, NEVER forget that flying the airplane is the first and only =20 > priority in this type of situation > > NEVER, NEVER forget that saving your butt is the ultimately end-all =20= > priority. When I decided that landing on the grass was preferable =20 > to putting a hole in their concrete =96 I just may have made a life-=20= > saving decision. > > If anybody else wants to pick up this baton =96 I=92m ready to hand it = =20 > over =96 what? no volunteers? {:>) > > So that=92s my story and I=92m sticking to it. > > Fly safe, guys!! > > Ed > Ed Anderson > > Rv-6A N494BW Rotary Powered > > Matthews, NC > > eanderson@carolina.rr.com > > http://www.andersonee.com > > http://www.dmack.net/mazda/index.html > > http://www.flyrotary.com/ > > http://members.cox.net/rogersda/rotary/configs.htm#N494BW > > http://www.rotaryaviation.com/Rotorhead%20Truth.htm > > --Apple-Mail-5--547747441 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=WINDOWS-1252
Hi Ed,

Very very insightful. =A0Many = thanks for sharing your experience!

Best = regards,
Chris


On Jun 3, = 2009, at 10:16 AM, Ed Anderson wrote:

Certainly not trying to =93TOP=94 = Al=92s door incident =96 by the way, good airman ship and decisions, = Al!=A0 Glad the damage was no worst that it = was.
=A0
But several folks who were not at the = Texas Round up have asked about the =93Ed=92s Incident=94.=A0 For those = of you who were at the roundup, you will probably want to skip this = repeat.
=A0
Incident No. = 5119
=A0
One the way to=A0Texas=A0I had an incident that ended = up in with me and aircraft making a 7 mile engine-out glide into Craig = Field (Selma,=A0Alabama).=A0 Again =96 NO! It was = not fault of the engine or even the subsystems.=A0 But, the complete = answer is not provided until after my litany of the conditions and = symptoms =96 can you figure it out?
I took off on Thursday AM planning on stopping in=A0Mississippi=A0to join up with Charlie = England and Tracy. =A0After spending the night there, we all three would = head for=A0Texas.=A0 = But, the weather (as you are aware) has been laying over the southeast = for days with rain and more rain =96 but I launched into it anyway as = past=A0Atlanta,=A0GA=A0things were forecast to = improve..
=A0
Other than dodging lines of clouds = and a bit of scud running, but not much, I landed at=A0Alexandria=A0City=A0to the southwest of=A0Atlanta,=A0GA=A0to take on fuel.=A0 I then = climbed back in and fire it up and took = off.=A0
=A0
I noticed that during climb-out the = engine would occasionally miss and thought the fuel might have had a bit = of water in it, but was not really concerned.=A0 So I fly on for approx = another 45 minutes and had just passed=A0Selma,=A0Alabama=A0and old Craig Air Force base, = and turned west toward=A0Mississippi, = when more symptoms began to occur.
It started to act like a case of SAG (fouled spark plugs) = where the rpm will drop a bit =96 not dangerous - just nerve racking.=A0 = But, shortly things began to go beyond the SAG symptoms, so I though I = might have an injector problem (like one sticking open or not opening at = all).=A0 Since our injectors are in pairs, I tried turning off one = figuring if things got better, then that pair might have a bad = injector.
=A0
So I turned off one pair and sure = enough the symptoms abated a bit (more on this later) so I figured I had = a bad injector in that pair.=A0 To be certain I turned this =93bad=94 = pair back on and turn off the =93good=94 pair expecting the symptoms to = really get bad as I would now be running on only the =93bad=94 pair =96 = much to my surprise when I turned off the =93good=94 pair =96 the = symptoms also abated.=A0 So that indicated it was not an injector = problem =96 but what?=A0
About this time, I decided to turn the aircraft back = around toward Craig Field and dodging clouds headed back with the engine = progressively getting worst.=A0It appeared to be a fuel problem (and = while that is ultimately the subsystem affected - it was not the root = cause).=A0 The fuel pressure was ranging from zero to 80 psi, other = electrical things were also misbehaving.=A0 I check the voltmeter = thinking perhaps the alternator had died =96 but it showed 14 volts.=A0 = So back to the fuel system.
=A0 Finally, the engine just stops with the prop standing = still - like a hood ornament, I=92m at around 4500-5000 MSL at this = point having lost some altitude dodging a cloud (good old GPS just kept = pointing to Craig Field).=A0 At that time I am 7 miles out from Craig = Field at 4500 msl with at stopped prop, a crippled seat cushion and a = dry mouth.=A0 Yes, I know I=92ve been there before, but I don=92t think = you ever get =93use=94 to it.=A0 I recalled thinking things just can=92t = get worst when they very shortly and suddenly - = did.
=A0
I keyed the radio and made a call to = Craig Field at 4 miles on the GPS (I=92m starting to get good at this) = but before I could get their reply, I heard a =93CLANK=94 (without the = engine running you can hear things like that) =A0like a relay springing = open (it was) and the entire panel goes dead!!!!=A0=A0 No radio, no = engine instruments, not even a stinking LED was lit =96 only the battery = powered GPS.=A0 Can you spell =93total electrical failure?=94=A0 Talk = about a lonely feeling =96 amazing how comforting having lights on and = radio =96 you could almost convince yourself this was just a practice = engine-out landing, but not when the panel goes dark. No engine gauges, = no radio, nada!
=A0
Well not = being one inclined to panic (but I seriously considered it for a moment = {:>)), I continued toward Craig field =96 I mean like there were lots of = other alternatives.=A0 Well Once again I found myself in the =93fortunate = position=94 of being too high, too much altitude. So I put in 40 degs of = flaps to steepen my rate of descent. But, then I decided this time that = rather than do the 360 I had done on a previous Incident to lose = =93excessive=94 altitude, I would try to glide - a more or less - = regular traffic pattern.
However, I neglected to remember to retract the flaps.=A0 = So I found myself on the downwind around mid-field at pattern altitude = (which felt normal) until I suddenly realized that you CAN NOT maintain = that pattern altitude without an engine!!! = Duh!
=A0
I knew I could never make it to the = far end of the runway before turning base (toward the runway), so I = started my turn immediately, to make matters a bit worst - I had been = paralleling the runway on the downwind leg a bit too close =96 must have = been the comforting feeling of being close to safety.=A0 This position = naturally required a tighter turn and as I turned I saw I was likely to = miss the runway and land in the grass. So I though I need to steepen = this turn further (this is called COFFIN CORNER), but fortunately = glanced at my airspeed indicator to see it only registering 80 MPH and = my rate of descent (normally 400-500 feet per minute) up to over 1000 = feet per minute. The seat cushion suddenly vanished from this = universe.
=A0
=A0 But the REAL danger in this = situation, as you all know, is your airspeed gets low, you are in a = steep bank which greatly raises the stall speed=A0 - meaning at 80 mph = you are close to a stall in a steep turn while your are not in straight = and level.=A0 So I immediately straighten out of the turn =96 the little = voice saying =93better to land in the grass than get their concrete = runway all messed up=94.=A0 So the immediate danger of a stall was = adverted, but I was still pointed toward the ground with a sink rate = twice as high as normal (and I=92ve manage a few hard landings even with = a normal sink rate).
The hardest thing to do when you are sinking at a 1000 = fpm a couple hundred feet above the ground (with your nose already = pointed at the ground) is to push the stick forward steeping the dive = even more.=A0 But, I manage to do that and picked enough air speed and = energy to flair to a nice touch down =96 not even a bump.=A0 I=92ve = always been amazed at what total concentration does to improve you = landing {:>).
=A0
Rolled to = the end of the runway and had energy to roll off onto the taxiway.=A0=A0 = Got out, check under the aircraft for any evidence of leaks and started = pulling the aircraft toward the far =96off =96 hangar which had an = airplane parked in front of it.=A0 A nice looking young woman comes = riding a bicycle out to meet me.=A0 Hopped off and holding out her hand = said =93Hi I=92m Angie, looks like we=92ll be spending time together=94 = =96 so things are starting to look up = {:>)
=A0
So pulled the aircraft in to the = hangar where the mechanic came over and ask what the problem was.=A0 = Well, I looked at the volt meter and it said the battery was dead. = Mechanic put on a battery charger and announced =93Yep! The battery is = dead=94.=A0 So we both concluded that the alternator must have failed = and not being able to replenish the drain on the battery by all the = electrical systems such as fuel pumps, injectors, ignition coils, etc = had drained the battery.=A0
However, there were a few problems with the analysis of a = failed alternator.=A0 First, the low voltage warning light never came on = to warn of an alternator problem, 2nd=A0I never notice the voltmeter = showing anything other than what it should for alternator voltage =96 = like around 14 volts.=A0 While checking the voltage after the Mechanic = had charged the battery, I noticed down below that the =93essential bus=94= switch was in the battery rather than the alternator position, so = flicked it back to the alternator position figuring I must have = accidentally kicked it while getting to some stuff in the baggage = compartment of my RV-6A.
It was getting late and being a bit tired not to mention = stressed, I needed to get a rental car and a motel for the night.=A0 Did = that, eat dinner and went to bed after sitting down and drawing out a = problem tree with the entire major elements of the electrical = system.
=A0
So next morning I show up at the = hangar early and meet Ben, the mechanic, the battery had received a = charge of only 45 minutes the evening before, So I suggested we charged = it for another hour and try to start the aircraft.=A0 Ben suggested a = real stress test of the battery and NOT charge it anymore.=A0 Made = sense, so we rolled the aircraft out of the hangar.=A0 I hopped in, = threw a half dozen switches and punched the starter button.=A0 The = engine started on the first prop blade rotation =96 so the battery was = clearly OK. The engine is humming like a top.=A0 =A0 So I looked over at = the voltmeter expecting it to show only around 12.8 volts instead of the = 14 volts a functioning alternator would produce.=A0 Much to my and Ben=92s= surprise the alternator voltage read 14 volts.=A0 We loaded the = alternator by turning on the both l00 watt landing lights, all fuel = pumps, the pitot heat, etc.=A0 The alternator voltage only drops perhaps = 0.4 volts clearly indicating the alternator could carry the load and was = OK.
So here I am =96 battery is OK, alternator is OK=A0=96 engine is purring = normally, so clearly this was all a figment of my deteriorating brain = cells.=A0 I loaded up the aircraft and launched to do a few circuits of = the airport =96 I did so and all was operating normally and so I radio = them I was head onward to=A0Texas.=A0 = While flying, my mind could not let go of the problem and finally the = light came on.=A0
=A0
The = essential bus switch had (for my entire 10 + years of flying) been in = the alternator position.=A0 The purpose of this switch is to isolate the = battery from the alternator should the alternator fail - to prevent an = alternator problem from draining the battery.=A0 So in event of an = alternator problem, you move the switch from alternator to battery.=A0 = Its call the essential bus because you only have the essential things = drawing from the battery so you wont=92 drain it as quickly.=A0 The idea = is to give you time (generally around 30 minutes) to find a safe place = to land in case of alternator = failure.
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Well, at = some point I had either (not paying attention) turned the switch to = battery thinking I was turning the voltmeter switch to battery=A0 - or = accidentally had move the switch from alternator to battery without = noticing it by kicking it, etc.=A0 However, it was sort of protected in = its position from accidental activation. It must have happened during = refueling =96 as I got approx 45 minutes down the road on the battery = after take off before quality battery time started to deteriorate.=A0 As = the battery voltage fell due to the load (and no alternator link to = replenish it), electrical things (mainly computers first) started acting = up until they could not longer run the engine. The injectors would not = open fully, etc.=A0 Then as the voltage level further decreased, the = master relay which the battery held closed and which connected the = (fully functional) alternator to the rest of the electrical system - = opened up and removed ALL power from the electrical system.=A0 So no = radio, no gauges, etc.
=A0Oh, another little factor that may have contributed, = the voltmeter has a tiny toggle switch by it marked ALT BAT1 BAT2 for = checking alternator battery 1 and battery 2 (which I no longer fly with) = voltages.=A0 Down below It a couple of inches and off to the right is = the essential bus normal size toggle switch =96 also marked ALT BAT1 = BAT1.=A0 I normally never touch it and don=92t even think about it.=A0 = But I could have reached for the voltmeter toggle thinking to check my = battery voltage (which I do as a regular thing) and perhaps distracted = by something reach a bit further down and instead moved the essential = bus switch from Alternator to Battery cause this entire event.=A0 I know = that I did not consciously do it.=A0 So it is either accidental or = absence minded activation - either way ends with the same results = {:>)
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Now it = became clear why it didn=92t matter which pair of fuel injectors I = turned off =96 turning off either pair improved the situation because it = slightly reduced the electrical load by a few amps =96 and the engine = ran slightly better for a few moments.=A0 The same thing had happened = when turning off one of the EFI fuel pumps =96 but what threw me was the = alternator voltage continued to be normal during = this.
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After I = knew the cause (switch in wrong position), I decided the problem was = fixed so no reason to return to NC, and I just continued on to=A0Texas.
<= div style=3D"margin-top: 0in; margin-right: 0in; margin-left: 0in; = margin-bottom: 0.0001pt; font-size: 12pt; font-family: 'Times New = Roman'; ">I know some of you may think that removing my second = battery was a mistake =96 but, consider this, having another battery = could have meant I would have been much further from a suitable airfield = before they both went south.=A0 On the other hand, it might have caused = me to at least think to throw the essential bus switch to the second = battery and have the Light bulb come on.=A0 Who really knows.=A0 But, I = have in mind a simply addition to my electrical circuit that should help = in the future.
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I do want to state that this time when the problems = started I DID switch fuel tanks =96 but naturally it had no effect = because this time it turned out, it was not a fuel problem =96 not the = root cause at least.
So what are the lessons = learned:
=A0
  1. Put = EVERY critical switch on your before-takeoff Check = list
  2. Perhaps put a guard = around such critical switches to force conscious = activation
  3. Don=92t (hard not to) = get overly focused on what you think is the problem =96 consider other = possibilities.=A0 I thought it was a fuel problem (I even switched fuel = tanks this time) =96 it turned out to be electrical in its root = cause.
  4. While the fuel pressure = was jumping all over the place and the EGT was erratic and engine = surging strongly indicating a fuel problem =96 the ultimate cause was = electrical.=A0 Once the voltage got below a certain point the EC2 was = still trying to pull the injectors open, but with the voltage so low it = could not do it properly.
  5. Immediately turn to the = nearest airfield when serious problems occur - THEN work on fixing = them.=A0 I only delayed for perhaps 2-3 minutes, but that could have = made a difference.
  6. Watch out for=A0Coffin Corner=A0turn when turning base to = final =96 airspeed really bleeds off fast with no engine pulling you = along (and especially with flaps = deployed!)
  7. IF you change your mind = about landing approach type - remember to reconfigure your aircraft for = the last decision =96 I had left my flaps deployed when I should have = remembered to retracted them.=A0 Did that help prevent a Coffin Corner = stall and spin or would it have put me closer to = it?
  8. You must increase = airspeed over the wing to get the sufficient energy to over come a high = sink rate.=A0 Pulling back on the stick when the ground is staring you = in the face is the natural reaction =96 but, pushing forward to lower = the nose is the correct action =96 providing of course you have = sufficient altitude!
  9. =A0life =96 I had a two year old = 680 odyssey battery which I maintain a trickle charge on whenever I=92m = not flying.=A0 With two EFI fuel pumps, boost pump, injectors, coils, = EC2 and radio and just having started the engine before take off =96 = this battery lasted 55 minutes.=A0 Well, the last 5 minutes was not = quality battery time.=A0 So in my case, 30 minutes appears to be a very = realistic battery life.=A0 In fact, had I turned off one EFI pump and = the boost pump would have gained a few more miles.=A0 But, if I had = recognized the need to turn them off at that time (I normally turn them = off at cruise altitude), then I would have known how to =93fix=94 the = problem.
  10. I=92ve decided to add a = Schokkty diode between my essential bus and the alternator =96 so that = as long as the alternator is producing sufficient voltage, then the = battery will be getting some charge to replace the drain.=A0 I=92ve also = decided to make that switch position a check-list = item.
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=A0So what it boils down to =96 if I = had recognized early on that it was an electrical problem and not = focused so much on the fuel system, I may have noticed the essential bus = switch in the wrong position.=A0 Force yourself to examine other = possible causes (easy to say =96 harder to = do).
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NEVER, NEVER forget that flying the = airplane is the first and only priority in this type of = situation
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NEVER, NEVER forget that saving your = butt is the ultimately end-all priority.=A0 When I decided that landing = on the grass was preferable to putting a hole in their concrete =96 I = just may have made a life-saving = decision.
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If anybody else wants to pick up this = baton =96 I=92m ready to hand it over =96 what? no volunteers? = {:>)
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So that=92s my story and I=92m = sticking to it.=A0
Fly = safe, guys!!