|
|
|||||||
| Register | FAQ | Members List | Calendar | Today's Posts | Search |
 |
|
|
Thread Tools |
Rating: 
|
Display Modes |
|
|
|
#1
|
|||
|
|||
|
The classic JetA mis-fueling scenario is: take-off, and then the engine(s) quit at about 200 feet AGL.
Is it possible to run 1.5 hours on one set of tanks, then 1 hour on another set of tanks, and then after all that time have a mis-fueling engine failure?
__________________
Paul T337C 
|
|
#2
12-17-08, 04:46 PM
|
|||
|
|||
|
Today the Canadian NTSB send me a copy of my fuel slip from Wabush. It stated that I uplifted 174 liters of 100LL.
I want to finish my story so here it comes. Standing on the 10 times 5 meter big piece of ice we started our 18 hour struggle to survive. Time is hard to tell when you dont have a clock but about 1-2 hours later the first aircraft appeared and we got our hopes up that we would be found very soon. We were not able to show ourself in any way since we did not get this equipment with us from the aircraft. Most unfortunately the small lights on our life vests did not work. Several other aircraft and helicopters searched for us during the night and they were very close about three times. I blamed myself that I did not have any signalling equipment. I think they called of the search when the ceiling got too low. I dont know how to describe it but it is extremely cold and the wind is blowing the cold air right through your bones. We worked hard for a long time to fight the cold and finally the daylight came.Now they will come back and find us we told ourselves,but nothing happened. We saw the shoreline in the distance and decided to jump from one peice of ice to the other in order to reach dry land. After doing this for about 1 hour a light flashed in the horizon. We stared in that direction for a long time wondering what that couldt have been.We continued our walk on the ice for some time but then the light appeared again,and a little closer. We realized that the light must come from a ship so we turned around on the ice and walked towards the ship waving our life vests over our heads.Suddenly the light was pointed directly at us and after a while we heard the signal horn from the ship. WE ARE BEING RESCUED. The feeling of relief is hard to describe. I am trying to figure out what happened to my engines and I have a few ideas. I want to share my ideas with you folks in this forum but it is getting late now so I will be back tomorrow.
|
|
#3
12-17-08, 07:09 PM
|
|||
|
|||
|
Climbing onto the ice from the water.
By the way, I spoke this week with my sailing friend in New England who does a lot of work in freezing salt water, and he said that it is _very_ fortunate that the wing was lying on the ice. Without the wing on the ice, it could have been nearly impossible to get up on the ice from the water even in a survival suit. Congratulations to the pilot at managing to keep the wing on the ice through the ditching process!
Best regards, Brian
|
|
#4
12-17-08, 07:17 PM
|
||||
|
||||
|
Quote:
This is not a misfueling case.
|
|
#5
12-17-08, 08:44 PM
|
|||
|
|||
|
outside air temperature
Dear Troels:
Thank you for your description of the flight. I was wondering if you read the outside air temperature at 11,000 feet during the cruise portion of the flight. The absolute minimum I would calculate would be -10C at Wabush minus 3C per 1000 ft = -43C assuming dry adiabatic lapse rate. Given the moisture at the departure, the actual ambient temperature could have been higher, perhaps between -28C and -43C at 11,000 ft altitude. Did you see any variations in fuel flow before failure? Regards, Brian
|
|
#6
12-17-08, 10:08 PM
|
||||
|
||||
|
Patricia Bell, of CBC News sent me a link to a story she did on this. It includes an audio of Troels speaking to Patricia.
Of note, there are comments by two different crews who spoke to them when they declared their Mayday. http://www.cbc.ca/canada/north/story...-survivor.html The comments are located here, and linked to in the above story http://www.cbc.ca/news/yourbeststuff...ayday_rep.html
|
|
#7
12-18-08, 11:08 AM
|
|||
|
|||
|
The indicated OAT at 11000 feet was -31 C. I did not see anu variation in fuel flow. The engine never misfired or vibrated up until the point of failure.
Troels.
|
|
#8
12-18-08, 12:00 PM
|
|||
|
|||
|
The way I see it we must have lost the engine oil. The decreasing oil temperature followed by loss of oil pressure means no more oil to me. I know that the breather lines from the outlet to the rear baffle was not insulated. I still have pictures showing that. Maybe the breather line was blocked due to the low outside temperature and the oil pumped out somewhere because of that. I was not aware that it is a good idea to insulate the breather line. I have previously owned two Aztecs and the breather line on a Lycoming are behind the baffle on the rear part of the engine. This is pure speculation but maybe some of you have some experience on the subject.
Troels.
|
|
#9
12-18-08, 03:03 PM
|
||||
|
||||
|
Advisory Circular AC 91-13C covers cold weather operation of aircraft.
Section 4, d. says the Oil Breather requires special consideration. Frozen breather lines can create numerous problems. My Skymaster had baffles that attached inside the front engine cowling, to reduce the amount of air flowing over the engine, during cold weather operations. Unfortunately, I don't have access to the POH anymore, but I seem to think these were for operations below 20 degrees F. The whole AC is interesting reading for those who operate in cold weather.
|
Hybrid Mode
