charles harbert wrote:

Yesterday, on my 3rd flight since I had the oil cooler split open and cause a
in-flightt fire, I had it happen again. This time I wasn't so lucky, as the
engine quit before I was able to climb very high and I ended up "dead sticking"
it onto the runway before my gear was all the way down. Damage to the plane was
pretty small, as the nose wheel did get locked down. It slid on the aluminum
belly scoop (mounted on the lower cowl), but didn't touch the wings or fuselage,
although the IVO prop lost 2 of the 3 blades. The fire dept lifted the plane,
and the main gear locked down. We towed it back to the hangar, and I pulled the
cowls to see what happened.

 I think the lower (belly) oil cooler split open, but I can't  tell until I test
it. The oil fire pattern was identical to the last event. The leaking oil was
drawn up by ther airflow to the front passenger side of the engine where it was
ignited by the exhaust manifold. The fire melted the fuel injector wires which
cause the engine to quit.

Since it just happened only yesterday, I haven't decided what to do yet.
Undoudtedly, I will not use that type of oil cooler, or in that position again.
I will be dismantling a lot of the plane for inspection. The engine will be
taken off the plane for inspection and modifications.

As for my feelings about the incident, I know that I am very lucky to be here to
tell the tale. When the sound gets very quiet, you start to make some very quick
decisions (after the "Oh sxxx!") that you hope will prove correct. I knew the
Velocity RG had a very good glide ratio ( about 15:1) when the gear is up, so I
had to decide whether I went in the water (shoreline), or returned to the field.
Since both were equal distance and I was on crosswind turning for downwind, I
chose the field thinking that I had enough elevation. I waited until just before
I crossed the "fence" to lower my gear.  I remembered how another RG pilot had
told me he put his gear down early, and had crashed into the fence.
Unfortunately, I didn't have enough altitude or speed to get the gear all the
way down and locked before I touched down on the threshold. It was quite a ride
until it stopped. After I realized that I had survived, I opened the hatch and
hoped out with my extinquisher. I had skidded into the wet grass and mud, so the
hot engine was smoking, but no flames. There was no gas smell in the cabin, or
outside, but I wanted to be ready in case some flames appeared. The airport fire
dept arrived a couple minutes later.

I closed down the main runway for couple hours while we waited for the fire
chief and the airport asst manager to arrive. NTSB gave them the go ahead to
move the plane when they heard there was slight damage and no injuries. I will
be talking to NTSB/FAA and filling out forms over the next few days. Although I
was happy that I made it back, it was very embarrassing to have all this happen.
I really thought my last incident was the end of my problems. It will be a while
before I do return to flying, and I will be doing a lot of testing, after I make
some changes. As I learn more, I'll share it with the group.

I am really sorry to hear that Chuck. I am sure you will let us know the brand
of oil cooler.

Paul


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