Great job Joe---------------I've had 3 engine outs on landing prior to getting the Revflow straightened out. ( I think I told u that though ) Ive been out of business for 2 weeks now due to my oil cooler splitting over the mountains south of Myerstown, Joe ( revmaster ) sent the new cooler and it arrived damaged, now I'm waiting for the 2nd one to arrive. As far as God goes, did you ever stop to think he's just torturing you? HA HA. Keep us posted!!!
Ken Wiltrout Kutztown Pa ----- Original Message ----- From: "Joe H Horton" <joe.kr2s.buil...@juno.com> To: <kr...@mylist.net>; <corvaircr...@mylist.net> Sent: Sunday, July 09, 2006 2:34 PM Subject: KR> more on engine out-details > This may get long if you bore easily- The ending first for those that > won't be able to read the details- > The pilot is fine - Airframe is fine- The engine is unknown at > this time. > History > About 4 weeks ago I noticed an oil pressure drop while waiting > for take off at an away field. The drop was substantial to me as normal > idle is above 35# and the alarm went off at 20#. Pressure came right back > up with an increase in throttle. I flew it home that morning and raised > the question here on the list. I investigated everything that was > suggested from that. The pressure remained constant although slightly > lower than the previous levels by about 4 or 5#. Normal full throttle was > now about 42#. I flew for several more hours over the next week or so and > no further cause for alarm > The plane was out of service for the past 2 weeks for it's annual > already. During that time I preformed many normal preventive tasks. With > respect to the engine - oil and filter, cylinder leakage test tune up, > timing, and check all blots nuts and screws, plus retorque the prop. I > finished up the inspection on Friday and signed N357CJ back into service. > > Saturday morning I took her for a test flight. All temps and > pressures were in the normal ranges as I took off to the west. I climbed > to 4500' with everything staying normal. I was watching temps for head > and exhaust all along. I was watching head because I had added 2 small > deflectors on the inside of the cowl in an attempt to get more air on the > middle cylinders on both sides. That appeared to be working as the head > temps in the climb were all just over 400 deg. and as I recall within 10 > or 15 deg of each other. Oil temp in the climb was 225 deg. The exhaust > was being monitored because I had just installed a new mixture meter. > Shortly after leveling off and while fooling with the mixture > meter the alarm light came on the EIS. I almost ignored it as It has > been a constant problem to get accurate RPM numbers as the instrument > temp increased. I glanced at it and saw it was a high oil temps warning > and the temp was at 275 deg. > I reduced throttle and went full rich and started a turn back home at the > same time. I was already between 10 to 15 miles out. The temps dropped > very quickly (about 5 or 6 seconds) I continued to circle while I tried > to figure out what might be happening. The temps dropped to the normal of > about 215 deg. I leveled out and thought about weather to continue on or > not when it did it again, this time hitting 300 deg. I again reduced > throttle hit the GPS for route home and turned on course. The temps again > returned to normal very quick and remained that way for the remainder of > the flight and landing and in fact lower more yet on decent which would > be normal. All this time the engine never skipped a beat and no other > number deviated from normal including oil pressure. > I had all day to think about this plus a new EIS replacement to > install this morning. The only thing that I found that I thought might > make the oil temp act like that was it,appeared that a piece of the alum. > baffling might be touching the sender wire. I isolated that and installed > the new EIS. The new EIS has absolutely rock solid RPM readings and > checked out with the digital tach during warm up. The oil pressure at > idle was 37 psi. > After run up I called a take off to remain in the pattern. The > oil pressure was low to mid 40's oil temp was about 145. I was off the > ground in about 500' and started a shallow climb while speed increased to > about 83 mph and then increased climb to 900f/m. I was treating this as a > test flight and doing this on purpose for cooling. This climb and around > the patch was uneventful and all in the correct readings. In fact on down > wind I remember thinking how smooth and well the engine was running. I > landed and taxied back to go again. This time I was satisfied that I > could climb straight out and repeat Saturdays flight to see if I could > get a repeat or if the wire had indeed been the problem. > This time I gave it full throttle upon turning on the runway and > lifted off at 65 indicated and stayed shallow till it hit 80 and then set > in to an 1100'/min climb. At 150' I did the required turn to 310 deg > from run way 29 for noise abatement. As I always do I take a look over my > left shoulder and take note of my altitude over the trees at the > departure end. It is always about 400' agl that I look back at the > instruments with the thought that if something happened now I would turn > back. I had the opportunity to glance at the EIS again at this time and > the rpm was 2870, oil pressure was 41#, and oil temp was 185 deg. climb > was 1100'/min and airspeed was 80 mph. It was only maybe 3 or 4 seconds > from the time I had glanced over my shoulder until then when I heard a > big POP (bang) and the prop stopped at 11 o'clock position. There is that > brief second of disbelief before the action set in. I knew the plan > because it had been decide only seconds before hand. I lowered the nose > and started the left turn in one smooth motion. > It never entered my mind to try a restart and in after thought that would > have been a fatal decision. I was cross wind very fast and at this moment > I called engine out and returning to the runway 11. While doing that I > check airspeed and assessed the altitude. I was slow and lowered the > nose slightly. I was actually to high (if that can be said) and to close > to the end. I did a 160 turn and added flaps. I was inside the tree line > by now but still higher than I wanted to be. Added more flaps and started > a shallow S turn to get down near the end of the runway. Checked speed > again and again was a little slow (like just above 60mph). > completed the S turn right on center line of 11 and added the rest of > flaps. I touched down about 700' down the runway with about 5mph tailwind > on a down slope. (I never thought that I would actually keep it on the > runway from this direction) As soon as the mains touched I applied full > brakes and hauled back on the stick for aero braking. I coasted on to the > taxiway at the end and called for some help to get her off the strip. > When I got out I saw fuel pouring out of the cowl. I had not > thought to turn it off. > Back at the hanger I remove the cowl and stated looking for any sign of > the problem. I have not removed any parts yet or turned the prop around. > The prop does move and the flex plate moves at the same time at the other > end (no broken crank) no oil leakage no holes in the block- No idea yet! > In hind sight there are a few things that went my way for this > good out come. > First and by far the most important was the plane got me high enough to > make this happen > Second I was holding slight back pressure on the stick during climb - > this made lowering the nose much easier. > Third having already decided what was going to happen if -saved time > Fourth I have to thank 20 years of hang gliding that taught me how to get > from point A to point B no matter what it takes > Fifth- several times I heard in my head fly the plane > I'm headed back to see what I can find. And nope wasn't scared - > no time for that. > Joe Horton, Coopersburg, Pa. > joe.kr2s.buil...@juno.com > BTW -- In answer to the one comment I go to Church almost every > Sunday and I have been convinced for many reasons for many years now that > GOD must have more plans for me. I have been stupid many times before. > > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > > -- > No virus found in this incoming message. > Checked by AVG Free Edition. > Version: 7.1.394 / Virus Database: 268.9.10/383 - Release Date: 7/7/2006 > >
