X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from nm19.access.bullet.mail.sp2.yahoo.com ([98.139.44.146] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with SMTP id 5112447 for flyrotary@lancaironline.net; Sat, 03 Sep 2011 00:14:45 -0400 Received-SPF: none receiver=logan.com; client-ip=98.139.44.146; envelope-from=keltro@att.net Received: from [98.139.44.100] by nm19.access.bullet.mail.sp2.yahoo.com with NNFMP; 03 Sep 2011 04:14:09 -0000 Received: from [98.139.44.89] by tm5.access.bullet.mail.sp2.yahoo.com with NNFMP; 03 Sep 2011 04:14:09 -0000 Received: from [127.0.0.1] by omp1026.access.mail.sp2.yahoo.com with NNFMP; 03 Sep 2011 04:14:09 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 485796.60888.bm@omp1026.access.mail.sp2.yahoo.com Received: (qmail 95365 invoked by uid 60001); 3 Sep 2011 04:14:09 -0000 DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=att.net; s=s1024; t=1315023249; bh=2evpeO8MWDi0QEidi7b31LrdX56wHxlmlBJ4GCCaIz0=; h=X-YMail-OSG:Received:X-Mailer:References:Message-ID:Date:From:Reply-To:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=kEPwHXtqwAUtSmy7pAh+Ue9C2WococbVgJOJEsnn+LgNZVQ9pd0Fiy4Vnbw2bilPTIT4i1YFRSmUKPZA6qI8RPIF2FBzvzCn0FNCT7sp2E/sFXsA3j1nB6m4fY8xb77G0xAIF41YMbr+GhK9GXSigl/7UTBvLvi6ofzlb86VUsc= DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=att.net; h=X-YMail-OSG:Received:X-Mailer:References:Message-ID:Date:From:Reply-To:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=KjmQm0iCwd82L26q9zAbnjAkkIf1GX0f8edecUo/go0ns6D+nEUOUiv7RfCNNHIu8D/gWZdcemvMLUNLahG63lnjQKpMUHB/034ZZtOVJgVRC3Id1aUSbPPsqnilUwXU4Go9cjvXuTqie++hodg7Sfma2fhGFamqRw1/hherNa8=; X-YMail-OSG: M3VyOMkVM1lk30E_TDhHF7Q_xlDT3BN3T9cVFNHpCEIhVG9 sFtPVgmFuHRzlx9U_MnxqALPm7Y8XWwvR_XbOiP.b1Lrtvv9y4ejmDD25lGk aAWSo2jFlIxzbtGBBH3bPYTUKhqKajYb2LVLNYLBl_zlWUgAQrK4wk9VyaqR YDKOqy240INMOrfRBosQe_LyOgSr53yiJIZP4gnTGeMdCyUY0rn4KTzLyJZ3 sgnVp_7gXNrZLqc8nubLN0Rt7TrSTeQ0zfAGEpWYJZ7NkeVsZnWZkjvG5JPA 9RpDQQpuLmbFMf75lNYIi3V0EG6xjs5PMaEt6xNGyGDctppFOxJ5gd1C4gsm MnJ2QxF.POQVY0fz92KBOsimpBboCrqupJUyVMoOZZAgipWhbGIAekIsV9iJ Lt6Zk4wlKPFEccPJNrcgLxO1nUBE__uwTG9Wkp4yOwgkJGYXdtDeZnKowe3x QShNWsVg2GduyU5xX4z.pAiWP4DTeZFMm Received: from [208.114.40.79] by web83914.mail.sp1.yahoo.com via HTTP; Fri, 02 Sep 2011 21:14:08 PDT X-Mailer: YahooMailWebService/0.8.113.315625 References: Message-ID: <1315023248.90570.YahooMailNeo@web83914.mail.sp1.yahoo.com> Date: Fri, 2 Sep 2011 21:14:08 -0700 (PDT) From: Kelly Troyer Reply-To: Kelly Troyer Subject: ]The good news and the bad news...... To: Rotary motors in aircraft In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1549877724-1315023248=:90570" --0-1549877724-1315023248=:90570 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Wow Bill !!..............I would call that piloting with a "P"...........Gl= ad you are OK=0Aand your bird has minimal damage considering the situation.= ...........You have=0Ahad a great "Rotary Run" and are one of our early suc= ess stories.........=0A=0AKelly Troyer=0A"DYKE DELTA JD2" (Eventually)=0A"1= 3B ROTARY"_ Engine=0A"RWS"_RD1C/EC2/EM2=0A"MISTRAL"_Backplate/Oil Manifold= =0A"TURBONETICS"_TO4E50 Turbo=0A=0AFrom: Bill Eslick = =0ATo: Rotary motors in aircraft =0ASent: Frid= ay, September 2, 2011 10:51 PM=0ASubject: [FlyRotary] The good news and the= bad news......=0A=0A=0AI have been holding up reporting this until all the= facts are in, but that might never happen, so here we go.=0A=0A=0AGood new= s:=A0 No injuries.=A0 =0A=0ABad news:=A0 I have some work to do.=0A=0APhoto= s at:=A0 http://www.tiny9.com/u/2101=0A=0AOn August 16th at 10 AM, I lined = up for takeoff at my home airport (3600' paved) into a 5 knot headwind.=A0 = I had just finished changing the oil and filter and plugs.=A0 Run-up was fi= ne, so off I went.=A0 Approximately mid-field, and a couple of hundred feet= in the air, it suddenly and without any warning became very silent.=0A=0AH= it the big switch which puts direct battery power to everything engine, but= no noise.=A0 No more time.=A0 At this point flying the machine becomes THE= priority.=A0 Dropped the nose and was amazed to see a little bit of runway= under the nose!=A0 I had fully expected to land in trees, houses or the ri= ver, so I dove what seemed like straight down to capture as much runway as = possible while (somehow) holding the electric flap switch long enough to ge= t full flaps (noticed this later).=A0 Pulled probably my best round-out eve= r - no bounce.=A0 Brakes to max and tail up for weight.=A0 I think my sub-c= oncious put it all the way on the nose to try to prevent going through the = fence and down the hill.=A0 Wheel skid starts about 200 feet from the stopp= ing point.=A0 Skid marks from the wheel pants, cowling and prop run about t= he last 50 feet.=A0 It stopped nose down just off the end.=A0 The tail was = still over pavement.=A0 Pushed the slider canopy UPHILL, stepped out and down.=A0 Noticed that I was not even scared by the whole event.=A0 Interes= ting.=A0 Never even considered trying to turn around.=A0 Pre-thinking that = non-option apparently paid off.=A0 =0A=0AMore good news.=A0 No FAA or NTSB = as it was a non-reportable incident.=A0 Didn't even bend the gear legs.=A0 = Also, my neighbor crashed in a Challenger about 10 minutes earlier at the c= ity airport about 10 miles away.=A0 The police and rescue types were headed= that way (they had injuries) and were not interested in my minor mishap.= =0A=0AAs for the engine.=A0 When we got it back to the hangar, the prop wou= ld turn only haltingly.=A0 You could feel grinding going on inside.=A0 Firs= t try at turning had it come up hard and stop.=A0 More fooling with it and = it gradually came looser and would turn.=A0 Really looked like something ca= me loose in there.=A0 Pulled a plug from each rotor and did a compression t= est.=A0 Rotor 1 was 80-80-80.=A0 Rotor 2 was 2-2-2.=A0 More proof that some= thing had come loose.=A0 With that evidence, the insurance company allowed = me to remove the engine for inspection.=A0 What I found was a pile of groun= d up ceramic junk.=A0 All the seals were still fine.=A0 Lots of time went i= n to finding where that stuff came from.=A0 Went through every inch of the = induction system.=A0 Finally Jason Hutchison (my other on-airport rotary gu= y) broke the code.=A0 While the RV was standing on it's nose, this crap fro= m my burned-out Hushpower II ran back up the manifold and in the exhaust po= rt.=A0 That is what was grinding.=A0 Crap.=A0 Now the entire thing is off the firewall in= cluding the engine mount.=A0 All the wiring is disconnected (did not find a= nything loose or missing).=A0 I spent the morning looking under the panel f= or any loose or broken wiring, but found none.=A0 When I get the EC-2 out, = Jason wants to plug it into his plane and we'll do the plugs and injectors = test.=A0 If that checks out, Tracy, it is coming to you for a good look.=A0= I don't know what else to check.=A0 The engine quit just like somebody rea= ched over and turned off the ignition.=A0 No stumble, no hiccup, just insta= nt silence.=A0 I honestly do not know if the prop was turning or not.=A0 I = suspect not, due to the silence and the fact that one blade is untouched.= =0A=0AAs you can see from the photos, there was something going on with Rot= or 1.=A0 Wear is apparent down stream from the plug holes and all 3 apex se= als are starting to chip in the center.=A0 There is quite a lot of carbon a= lso on the rotors after 170 hours.=0A=0AGoing forward, I have decided to lo= ok at resale value for if/when my RV-12 days arrive.=A0 This means putting = a (gasp) IO-360 on it.=A0 The rotary has given me a safe 10-year run (til n= ow, of course), so I have no regrets, but this is an opportunity to make so= me changes, and parts are already on the way.=A0 I will still be hanging ou= t at the engine tent at S-n-F and wherever else gatherings happen.=A0 Hope = to be flying by the first of next year....=0A=0AI'm sure some of you will h= ave suggestions about what might have gone wrong, and I welcome any kind of= speculation, but bear in mind I am just looking at a pile of parts and wir= es at this point.=A0 Both fuel pumps were on, tanks were over half full, cr= ank angle sensor worked fine.=0A=0AGuess it's obvious that I now have a RD-= 1A, EC-2, EFI Monitor (Ed's),=A0 Felix 68/72 and Props Inc 68/72 wood props= and LOTS of engine parts (my whole 14-year stash) available!=A0 And priced= to sell!=0A=0ABill Eslick=0ARV-6 13B/NA EC-2 RD-1A=0A750 Hours --0-1549877724-1315023248=:90570 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
Wow Bill !!..............I would call that piloting = with a "P"...........Glad you are OK
and your bird has minimal damag= e considering the situation............You have
had a great "Rotary = Run" and are one of our early sucess stories.........
 
Kelly Troyer
"DYKE D= ELTA JD2" (Eventually)
"13B ROTARY"_ Engine
"RWS"_RD1C/EC2/EM= 2
"MISTRAL"_Backplate/Oil Manifold
"TURBONETICS"_TO4E50 Turbo

From:= Bill Eslick <wgeslick@gmail.com= >
To: Rotary motors i= n aircraft <flyrotary@lancaironline.net>
Sent: Friday, September 2, 2011 10:51 PM
Subject: [FlyRotary] The good news = and the bad news......

I have been holding up reporting this until all the facts are i= n, but that might never happen, so here we go.

Good news:  No injuries. 

Bad news:&= nbsp; I have some work to do.

Photos at:  http://w= ww.tiny9.com/u/2101

On August 16th at 10 AM, I lined= up for takeoff at my home airport (3600' paved) into a 5 knot headwind.&nb= sp; I had just finished changing the oil and filter and plugs.  Run-up= was fine, so off I went.  Approximately mid-field, and a couple of hu= ndred feet in the air, it suddenly and without any warning became very sile= nt.

Hit the big switch which puts direct battery power to everything= engine, but no noise.  No more time.  At this point flying the m= achine becomes THE priority.  Dropped the nose and was amazed to see a= little bit of runway under the nose!  I had fully expected to land in trees, hou= ses or the river, so I dove what seemed like straight down to capture as mu= ch runway as possible while (somehow) holding the electric flap switch long= enough to get full flaps (noticed this later).  Pulled probably my be= st round-out ever - no bounce.  Brakes to max and tail up for weight.&= nbsp; I think my sub-concious put it all the = way on the nose to try to prevent going through the fence and down the hill= .  Wheel skid starts about 200 feet from the stopping point.  Ski= d marks from the wheel pants, cowling and prop run about the last 50 feet.&= nbsp; It stopped nose down just off the end.  The tail was still over = pavement.  Pushed the slider canopy UPHILL, stepped out and down. = ; Noticed that I was not even scared by the whole event.  Interesting.=   Never even considered trying to turn around.  Pre-thinking that non-option apparently paid off.&= nbsp;

More good news.  No FAA or NTSB as it was a non-reportable incident.  Didn't even bend the gear = legs.  Also, my neighbor crashed in a Challenger about 10 minutes earl= ier at the city airport about 10 miles away.  The police and rescue ty= pes were headed that way (they had injuries) and were not interested in my = minor mishap.

As for the engine.  When we got it back to the ha= ngar, the prop would turn only haltingly.  You could feel grinding goi= ng on inside.  First try at turning had it come up hard and stop. = ; More fooling with it and it gradually came looser and would turn.  R= eally looked like something came loose in there.  Pulled a plug from e= ach rotor and did a compression test.  Rotor 1 was 80-80-80.  Rot= or 2 was 2-2-2.  More proof that something had come loose.  With that evidence, the insurance company allowed me to remove the engine = for inspection.  What I found was a pile of ground up ceramic junk.&nb= sp; All the seals were still fine.  Lots of time went in to finding wh= ere that stuff came from.  Went through every inch of the induction sy= stem.  Finally Jason Hutchison (my other= on-airport rotary guy) broke the code.  While the RV was standing on = it's nose, this crap from my burned-out Hushpower II ran back up the manifold and in the exhaust port.  That is wha= t was grinding.  Crap.  Now the entire thing is off the firewall = including the engine mount.  All the wiring is disconnected (did not f= ind anything loose or missing).  I spent the morning looking under the= panel for any loose or broken wiring, but found none.  When I get the= EC-2 out, Jason wants to plug it into his plane and we'll do the plugs and injectors test.  If that checks out, Tracy, it is coming to you f= or a good look.  I don't know what else to check.  The engine qui= t just like somebody reached over and turned off the ignition.  No stu= mble, no hiccup, just instant silence.  I honestly do not know if the = prop was turning or not.  I suspect not, due to the silence and the fa= ct that one blade is untouched.

As you can see from the photos, ther= e was something going on with Rotor 1.  Wear is apparent down stream f= rom the plug holes and all 3 apex seals are starting to chip in the center.=   There is quite a lot of carbon also on the rotors after 170 hours.
Going forward, I have decided to look at resale value for if/when my = RV-12 days arrive.  This means putting a (gasp) IO-360 on it.  Th= e rotary has given me a safe 10-year run (til now, of course), so I have no= regrets, but this is an opportunity to make some changes, and parts are already on the way.  I will still be hanging out at the engine te= nt at S-n-F and wherever else gatherings happen.  Hope to be flying by= the first of next year....

I'm sure some of you will have suggestio= ns about what might have gone wrong, and I welcome any kind of speculation,= but bear in mind I am just looking at a pile of parts and wires at this po= int.  Both fuel pumps were on, tanks were over half full, crank angle = sensor worked fine.

Guess it's obvious that I now have a RD-1A, EC-2= , EFI Monitor (Ed's),  Felix 68/72 and P= rops Inc 68/72 wood props and LOTS of engine parts (my whole 14-year stash)= available!  And priced to sell!

Bill Eslick
RV-6 13B/NA EC-2 RD-1A
750 Hours




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