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Oshkosh by air - return by Avis UPDATE

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Rschultz5(at)houston.rr.c
Guest

Posted: Fri Aug 18, 2006 3:44 pm Post subject: Oshkosh by air - return by Avis UPDATE

For those keeping up with the story of the engine problem.   

   

I used my enclosed trailer to recover the aircraft from its temporary exile in Iowa and have returned it to Houston. I had hoped that the time apart would give the plane a chance to think about it attitude.  

   

I was off today and finally got around to pulling the cowls and going back through the engine fuel system one step at a time. The fuel filters, as before were clean. Testing the pumps showed the normal amount of unregulated fuel flow of about 5 gallons in 10 minutes. Looking at the carburetor system for how it works the mixture. I pulled each of the vacuum lines and checked them for holes and cracks. I also inspected the 3-way valve for any dirt or blockage. I pulled the airbox pressure sensor and checked that it was clean of dirt and open to the back. I then pulled the static port that plugs in through the firewall. I was surprised to feel it stick in the firewall as I pulled it out. Looking back through the hole I noticed a rubber tube end facing the inside of the hole?   

   

Not remembering adding a vent hose to the sensor end I opened the access panel to the firewall and removed the radios from the stack to get my hands inside the panel to see what I had done…. I found the source of my problem attached to a 3 inch piece of tape clearly marked REMOVE BEFORE FLIGHT.   

   

I had left the cover over the end of the static port during sanding and painting and had made plans to remove it before installing the instrument panel. Guess what I forgot to do! UGH I left the rubber end cap on the static port. I guess the first 80 hours the engine was run in a lower and cooler environment then the last part of the Oshkosh trip. The added height and temp was enough the cause the fuel-air mixture to be too lean with the static port plugged.   

   

I will give the plane a good going over this weekend while I have it stripped down as I am at the 100 hour mark and want to check every thing but I plan to get a flight test in the early part of next week weather permitting.  

   

Lesson learned if you plan to do something later, ADD it to your annex E check list so you double check you got back to it. While this had a happy ending it could have been a lot more exciting if the power failure had been complete and at night.  

         

  

  

       [quote][b]

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n100rh(at)sbcglobal.net
Guest

Posted: Fri Aug 18, 2006 4:18 pm Post subject: Oshkosh by air - return by Avis UPDATE

Richard,

Thanks for the follow up! Maybe, maybe you can keep me from doing the 

same... 



Ralph



Richard Schultz wrote:

 	  Quote: 	
		  

 For those keeping up with the story of the engine problem.



 I used my enclosed trailer to recover the aircraft from its temporary 

 exile in Iowa and have returned it to Houston. I had hoped that the 

 time apart would give the plane a chance to think about it attitude.



 I was off today and finally got around to pulling the cowls and going 

 back through the engine fuel system one step at a time. The fuel 

 filters, as before were clean. Testing the pumps showed the normal 

 amount of unregulated fuel flow of about 5 gallons in 10 minutes. 

 Looking at the carburetor system for how it works the mixture. I 

 pulled each of the vacuum lines and checked them for holes and cracks. 

 I also inspected the 3-way valve for any dirt or blockage. I pulled 

 the airbox pressure sensor and checked that it was clean of dirt and 

 open to the back. I then pulled the static port that plugs in through 

 the firewall. I was surprised to feel it stick in the firewall as I 

 pulled it out. Looking back through the hole I noticed a rubber tube 

 end facing the inside of the hole?



 Not remembering adding a vent hose to the sensor end I opened the 

 access panel to the firewall and removed the radios from the stack to 

 get my hands inside the panel to see what I had done…. I found the 

 source of my problem attached to a 3 inch piece of tape clearly marked 

 REMOVE BEFORE FLIGHT.



 I had left the cover over the end of the static port during sanding 

 and painting and had made plans to remove it before installing the 

 instrument panel. Guess what I forgot to do! UGH I left the rubber end 

 cap on the static port. I guess the first 80 hours the engine was run 

 in a lower and cooler environment then the last part of the Oshkosh 

 trip. The added height and temp was enough the cause the fuel-air 

 mixture to be too lean with the static port plugged.



 I will give the plane a good going over this weekend while I have it 

 stripped down as I am at the 100 hour mark and want to check every 

 thing but I plan to get a flight test in the early part of next week 

 weather permitting.



 Lesson learned if you plan to do something later, ADD it to your annex 

 E check list so you double check you got back to it. While this had a 

 happy ending it could have been a lot more exciting if the power 

 failure had been complete and at night.



 ------------------------------------------------------------------------

 *

 *

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wdaniell(at)etb.net.co
Guest

Posted: Sat Aug 19, 2006 2:23 am Post subject: Oshkosh by air - return by Avis UPDATE

there was an aeroperu 757 that crashed with 150 pax   off lima for exactly the same problem

   From: owner-europa-list-server(at)matronics.com  [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Richard  Schultz

Sent: 18 August, 2006 18:43

To:  europa-list(at)matronics.com

Subject: Oshkosh by air -  return by Avis UPDATE

For those keeping up with the  story of the engine problem.  

I used my enclosed trailer to  recover the aircraft from its temporary exile in Iowa and have returned it to Houston. I had hoped that  the time apart would give the plane a chance to think about it  attitude. 

I was off today and finally got  around to pulling the cowls and going back through the engine fuel system one  step at a time. The fuel filters, as before were clean. Testing the pumps showed  the normal amount of unregulated fuel flow of about 5 gallons in 10 minutes.  Looking at the carburetor system for how it works the mixture. I pulled each of  the vacuum lines and checked them for holes and cracks. I also inspected the  3-way valve for any dirt or blockage. I pulled the airbox pressure sensor and  checked that it was clean of dirt and open to the back. I then pulled the static  port that plugs in through the firewall. I was surprised to feel it stick in the  firewall as I pulled it out. Looking back through the hole I noticed a rubber  tube end facing the inside of the hole?  

Not remembering adding a vent  hose to the sensor end I opened the access panel to the firewall and removed the  radios from the stack to get my hands inside the panel to see what I had done….  I found the source of my problem attached to a 3 inch piece of tape clearly  marked REMOVE BEFORE FLIGHT.  

I had left the cover over the end  of the static port during sanding and painting and had made plans to remove it  before installing the instrument panel. Guess what I forgot to do! UGH I left  the rubber end cap on the static port. I guess the first 80 hours the engine was  run in a lower and cooler environment then the last part of the Oshkosh trip. The added  height and temp was enough the cause the fuel-air mixture to be too lean with  the static port plugged.  

I will give the plane a good  going over this weekend while I have it stripped down as I am at the 100 hour  mark and want to check every thing but I plan to get a flight test in the early  part of next week weather permitting. 

Lesson learned if you plan to do  something later, ADD it to your annex E check list so you double check you got  back to it. While this had a happy ending it could have been a lot more exciting  if the power failure had been complete and at  night. 

[quote]

[b]

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thomas(at)scherer.com
Guest

Posted: Sat Aug 19, 2006 11:04 am Post subject: Oshkosh by air - return by Avis UPDATE

Thank you for sharing your findings.



I have developped the practice of writing right onto the airplane (wing, 

cowling, windshield) with a felt pen and erase with acetone after completing 

the task.



be well,



<Thomas, N81EU>



---

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ptag.dev(at)tiscali.co.uk
Guest

Posted: Sat Aug 19, 2006 2:44 pm Post subject: Oshkosh by air - return by Avis UPDATE

Hi! Not Acetone on the windshield please unless you want it dissolved !

Regards

Bob Harrison G-PTAG 



--

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VE3LVO(at)rac.ca
Guest

Posted: Sat Aug 19, 2006 7:56 pm Post subject: Oshkosh by air - return by Avis UPDATE

Time: 04:44:41 PM PST US

From: "Richard Schultz" <Rschultz5(at)houston.rr.com>

Subject: Oshkosh by air - return by Avis UPDATE

"For those keeping up with the story of the engine problem.

    I used my enclosed trailer to recover the aircraft from its temporary 

exile

in Iowa and have returned it to Houston. I had hoped that the time apart

would give the plane a chance to think about it attitude.

I was off today and finally got around to pulling the cowls and going back

through the engine fuel system one step at a time. The fuel filters, as

before were clean. Testing the pumps showed the normal amount of unregulated 

fuel flow of about 5 gallons in 10 minutes. Looking at the carburetor system 

for how it works the mixture. I pulled each of the vacuum lines and checked 

them for holes and cracks. I also inspected the 3-way valve for any dirt or 

blockage. I pulled the airbox pressure sensor and checked that it was clean 

of dirt and open to the back. I then pulled the static port that plugs in 

through the firewall. I was surprised to feel it stick in the firewall as I 

pulled it out. Looking back through the hole I noticed a rubber tube end 

facing the inside of the hole?

    Not remembering adding a vent hose to the sensor end I opened the access 

panel to the firewall and removed the radios from the stack to get my hands 

inside the panel to see what I had done.. I found the source of my problem 

attached to a 3 inch piece of tape clearly marked REMOVE BEFORE FLIGHT.

    I had left the cover over the end of the static port during sanding and

painting and had made plans to remove it before installing the instrument

panel. Guess what I forgot to do! UGH I left the rubber end cap on the

static port. I guess the first 80 hours the engine was run in a lower and

cooler environment then the last part of the Oshkosh trip. The added height

and temp was enough the cause the fuel-air mixture to be too lean with the

static port plugged.

    I will give the plane a good going over this weekend while I have it

stripped down as I am at the 100 hour mark and want to check every thing but 

I plan to get a flight test in the early part of next week weather

permitting.

    Lesson learned if you plan to do something later, ADD it to your annex E

check list so you double check you got back to it. While this had a happy

ending it could have been a lot more exciting if the power failure had been

complete and at night."

Richard,

            This perhaps not everybody's best idea (and too late for those 

already built) but:

        Anywhere in the build manual where I have not carried out the 

instruction to the letter (saving distortion nuts till later or whatever) I 

have put a red dot on the outer top corner of the sheet and a red line 

opposite the applicable direction - so that in review I can scan through the 

manual and correct the installation to its final state, put an 'X' throught 

the red dot, initial and date the correction, and annotate the applicable 

sentence.

Then I ran a notice on the title page, describing this process for the 

examiner and any one else, so that it became an intrinsic part of the build. 

The Binx nuts were a typical sample.

Ferg Kyle

Europa A064 914 Classic

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