Jack Morrison

OK, here is the final report on what caused the fire. I was finally able to get to the thru firewall fitting, removed it with the braided lines to the injectors. I discovered that the fitting I had installed was in deed the proper one and a steel fitting. The aluminum firewall had melted onto the fitting and it appeared the fitting had melted, not the case. aai was able to pry off the melted aluminum from the fitting. When I was removing the fitting and lines, the inside nut on the fuel line connected to the fitting on the cock-pit side of the firewall was a full turn + unscrewed. Also the fuel line on the firewall side was unscrewed the same amount. This fuel system was installed by me in 1998 and has survived many many fuel leak pressure inspections and has never failed in 10 years and 360 hrs of flight. What made these two nuts come loose on this fitting I can only speculate was caused by some type of vibration. I have worked in the auto industry all my life and used these same type fittings in many race vehicles and have never had or heard of a failure of this type. I'll post some photos of the fitting and lines as soon as I can. Jack

Chrissi and Randi: 1. The E racer plans control system was the same as the long ez and the cozy. There was an E racer retro fit with push pull cables from the stick torque tube bellcrank to the aileron bellcrank. I had this system in the AC for 325 hrs. I never liked it because there was 3/4 inch side slop in the aileron control caused from the backlash in the cable, tried several different cables with the same result, the auto pilot did not like either, would rock slightly side to side no matter what setting changes you would make to the pilot. I decided to go to the pushrod system but because of limited room, I had to mount the bellcranks just outside the engine mount on the firewall. This location is why they failed on my AC and this would not happen on a long or cozy. 2. The plans never called for a shield of any type but I did have a rolled piece of fiberfrax in the gap between the wing and spar and the spar was not compromized in the fire. 3. All pushrods behind and forward of the firewall were steel. 4. All fuel lines in the engine compartment were braided SS , teflon lined with steel fittings and firesleeved. 5. Here is where I believe the fire started. The fitting going thru the firewall was aluminum and appears to have failed on the engine compartment side. When the engine started to loose power in my climb, as though you pulled the power back, very smooth, I switched on the second fuel pump and the engine picked up about 200 rpm and again started to loose power until stopping. I believe the thru hull fitting failed when the engine first lost power and sprayed high pressure fuel on the exhaust and ignited the fire. By adding the second fuel pump, only sprayed more fuel on the fire. The smoke and fire inside the cockpit started almost immediatly. The fuel pressure on my fuel regulator is set at 45 lbs. I was at the airport today and noted a few other items which should be taken into consideration. I had top cowl naca inlets on the AC before I had side inlets. That made it necessary to cut the firewall with 2 inch by 11inch cutouts for the naca inlets to rest on. When I went to the side inlets, I filled the 2/11 cutouts with proper plywood and covered the engine side with aluminum, when I opened the canopy just before I stopped he AC and when the flames blew forward, those two pieces of plywood blew forward and I cannot find them in the burnt rubble. Point being, the one piece firewall withstood the heat and flames remarkably well but the seamed pieces of the firewall completely seperated. I believe I am the only one that has a one piece top cowl on their AC. Although I really like this arrangement because of the access to the complete AC for service, I would not recommend it. The top cowl was made with 5 layers of cabon and it appears that from the extreme heat the cowl softened and raised off of the firewall which also helped in the fire coming forward. You need a solid seal between the cabin and the engine, like the cozy4 and long ez have, just in case of fire.

Dear Chrissi and Randi This will be a long post but necessary. My E Racer was originally a mark I, with the engine in the center behind the pilot in front of the firewall. My opinion a bad design and am suprised it was ever approved. The firewall in this configuration was a standard 1/4 in 5 ply birch plywood. A .040 fiberfrax layer secured with the high temp red silicon, and a .032 6061 t6 aluminum cover over that. The mark1 main spar had a deep v in the center which allowed room for a drive shaft to run through the spar and connect to the reduction drive unit. When I changed from the mark 1 to the mark 11 configuration, it was necessary to widen the firewall to accomidate the 540 lyc. engine. I removed the fiberfrax and aluminum cover, resined the second 1/4 birch plywood firewall over the original firewall, added the fiberfrax and aluminum cover. I also left that driveshaft hole in the second firewall, a perfect place to run all the wireing harness's for the electronic fuel injection system. BIG MISTAKE ON MY PART. I'll explain later. Today I and a good friend with a cozy 4 took a good close look at the firewall in this configuration and actually was amazed at how well it survived the tremendous fire and temp. When I installed the fiberfrax on the firewall to secure the fiberfrax, I only smeared it in globs to hold it on. After the fire, all the plywood under the high temp blobs showed no burnt wood. Half of the aluminum cover melted away and the fiberfrax turned brown and crumbled where the aluminum was gone. The fire still did not penetrate the plywood, burnt the heck out of it though. (Note #1) When you glue your fiberfrax (get the thicker fiberfrax) to the firewall, spred the silicon on the ENTIRE wood firewall. (Note #2) Although I believe the aluminum firewall is sufficent, I would rather see everyone useing a SS material, just a little more protection. The fire started in the engine compartment somewhere on the main fuel line to the two fuel rails. Because of the extreme heat it could not be determined the exact failure because most components were melted. Back to my big mistake. After the fire started in the engine compartment and the engine went silent, the flames blasted through the driveshaft hole, even though I had an aluminum cover plate in the engine compartment side siliconed with hi temp silicon. There was a rubber gromet about an 1 1/2 in size to secure the wireing harneses to the aluminum plate. I estimate a few seconds after the engine went silent, that 1 1/2 in hole was like a blow torch blasting flames and smoke into the cock-pit. Inside the cock-pit and mounted right above that hole was the high pressure fuel regulater mounted on an aluminum bracket and the fuel return lines to the main tanks. The bracket and return lines melted in a very short time and fuel ran in the cock-pit from both fuel tanks. This is why I was running out of time for survival very quickly. The inside of the original firewall was burnt as bad as the second one in the engine compartment. Aileron control loss was just before touch down. Most likely my senerio would not happen in a cozy 4 AC because of the location of the bellcranks. Both my right and left bellcranks failed just before I was about 15 ft agl and pulled a hard left aileron for runway alignment, no response. Had they melted 20 seconds sooner, I would have never been able to make the turn to final and you would not be reading this long message, and yes I did have a great co-pilot and thanked him accordingly. I new I could not open the canopy until the last second even though I could barely breath. The cock-pit is a low pressure area and as soon as you introduce oxygen into the flamses, whosh, and that is exactly what happened. The head rest and headset deflected and protected most of my head when the flames shot forward. You are correct Chrissi. Seal any hole through the firewall as tight as possible, you cannot be careful enough. Jack

Holy crap Tom, I forgot to fill out the authorization papers. Also forgot to test the aircraft in phase one for inverted flight. What have I done! Jack

Update on E Racer 113 I spent this morning with the assigned AP for the FAA to investigate the cause of the fire. It was determined that the fire was caused by an undetermined fuel line failure. The fuel lines and perticular components were so severely melted it was impossible to localize the exact point of failure. The failure was not in the fuel lines to the injectors, but somewhere in the fuel line going to the two fuel rails. All lines on the fuel rails were tight and not leaking. I was able to take the engine to Magnum Engines this afternoon , the engine builder, and a very good builder, and it looks like the engine is almost as good of condition as I am, although it does not look that way. Other than the baffling, plenums, starter and alternator, they should able to cleanup the outside with soda blasting and check the inside with a teardown. Every thing else on the AC is lost, a total burnout, except maybe the electric nose retract system. Sawed up the rest of the airframe and tossed it into the dumpster. Sad Day Jack Jack

I would like to thank everyone for the very kind words. The canard community is something very special and I am proud to be a part of it. I'm doing great and like Arnold said, I'll be back. Jack

I was just taking off and heading to Urbana when this happened. It was only a 23 minute flight for me and the weather had cleared. Thanks for the concern, I'm just fine, AC is destroyed. Jack

Rich I suspect a abroken fuel injector line, all were hard or braided SS and been on the engine since 2002 without any problems. Checked all of them on my condition inspection last month. The FAA took the AC for evaluation and possible cause and will not release it back to me until they are finished. There were some very negative innuendoes from the FFA guy about canard AC and questioned my procedures, not in a positive manor. I'll post on the Zone what the FAA determines happened, if they can, looks very bad. I'll post some pictures later of the left side. The heat was so high it broke out a a 6 ft or larger section of RW 27 about 2 inches deep completely disinigrating it. I had 52 gal of fuel on board and the fuel never exploded, lucky for me. I looked back about 25ft from the AC and the flames were shooting out the front and back of the top cowl about 3 ft high. Jack

Your right Lynn Not a very good day for the AC but I'm still here. Was climbing out on 27, left turnout 2450 rpm, 2300 fpm at 2000 ft the engine went to 1750rpm, switched to my second fuel pump and went to 2000 rpm. I called an emergency and headed downwind for 27 about 1 mile out, 140kts. Within a few seconds smoke started coming in the cock-pit, called the tower again about the smoke and was cleared for landing and the engine stopped, smoke was getting pretty thick at this time and about halfway on an angled downwind fire started inside the AC at the firewall. Shut everything down I could think of but seeing inside and outside was very difficult and breathing was near impossible. I needed to clear the hangers on the east end of the airport using the Navy aproach and decended at 165 kts to the aproach end fo 27, lost sight of the RW for about 3-6 sec and the flames inside the AC were building behind me. Had the RW made and pulled the geardown. Showed all green on the gear lights which looked like three illusionary glows in the smoke which was not black but more white in color. Turing to final I lost sight of the RW again and speed was close to 175 kts, about 15 feet above the RW I lost all aileron control inputs and was to the rightside edge of 27, lost sight of the RW again and could not breath at this time and about 5 feet obove the ground I saw I was at the very edge of 27 and drifting to the grass, put in full left rudder and brake and when the left wheel contacted the Rw it brake bounced 3 or 4 times and sent me back on the runway. The right main just got into the soft grass at the edge of the RW for about 60 feet and collasped as it came back on the RW.A few seconds later the nose wheel seperated and the left main collasped sending the AC sliding down the Rw for about 1500 ft. During the slide, I had unbuckled my seatbelt and as soon as the AC was close to stopping I popped the canopy and the flames inside the cock-pit shot forward to the back of my head and singed my hair. I was out of the AC in less that 3 seconds really unscaved. The AC from the the seats rear were engulfed in flames as I was running from the site. I can first hand see how a person can be overcome by smoke inhalation,and breathing after I exited the AC was not easy. I doubt very much if I could have lasted 15 seconds more because of the smoke, I consided my self a very very lucky guy. Jack

Airnico Fantastic lines, wish my E racer looked so good. Keep at it. Jack E racer113

I also noticed that Rich. I have 3into one with slip joints between each cyl. Mine are also SS .062, very heavy but strong. In an earlier post when my right exhaust broke off, I had just changed the exhaust direction facing out to the side. It somehow set up a sonic pulse that broke the pipe in a matter of 15 minuets flying. That same pipe going straight back had been on the engine for 6 years without a failure. Also I consider myself a good welder but I had a professional welder in stainless and aluminum do the welding on the exhaust and my engine mount. You can never be too careful when it comes to securing items which could exit the rear and ruin your whole day and possibly much more. The sketch above in the previous reply is how Velocity exits their exhaust. Jack E Racer113

Waiter The trailing edges on my E Racer are straight also. Jack E Racer 113

There is a kit for sale on barnstormers.com Jack E Racer113

They still hit all three blades equally but are by far the best location I have had as far as soot is concerned. The AC inside is also is a little quieter with the exhaust outside the cowl. Jack E Racer113

Greg Looking from the top down, they taper toward the spinner from the chylinder heads. From the side view, they run about straight back and turn bown at the end, like and auto exhaust tip that deflects the exhaust to the ground. They exit the lower cowl at about 5 and 7 oclock. Photos will follow in a couple of days. Jaqck E Racer 113

What I have is a compromise because of room in the cowl. Lynn's system on his AC in my opinion is about as good as it gets. Jack

My E-Racer has a fairing similar only more radical, mine looks more like the nose of the SR71. The oil smears stay attached all the way to the end of the cowling, top and bottom. I'll post some photos when I get them developed. On the exhaust, I have tried about all locations. 540 3into 1, directed each tail pipe up about 35o toward the spinner, lots of dirt and heat on the inside of the prop hub and spinner. Saw Dave R. Berkut at OSH last year and looked at his exhaust, looked excellent. Turned my exhaust facing outward like Dave's and it lasted about 15 minuets, completely broke the last foot of the right exhaust off and fortunately fell inside the cowling, burnt the heck out of the cowl. Noticed the change in sound and headed back to the airport immediately. I now have the exhaust going straight out the bottom cowl and so far they work fine, have about 20 hrs and no problems or change in airspeed. Jack E Racer 113

Nice work Dennis: The E Racer hinges are very simular. I have a Cozy 4 canopy on my E Racer. Looking good. Jack E-Racer 113

Dennis I just slid the upper mounting bracket up 1/2 inch, had just enough ram adjustment to increased my longeron incident + 1.2o over what was stock. Helps a lot, especially with a passenger. Jack E Racer 113

Dennis Have not planned on it with the cost of fuel these days but let me think about it a bit. The E Racer has never been to CA. By the way, your Cozy is looking great. Keep in touch on the event, might be able make it. Jack E Racer 113

Neverquit I personally have little interest in a Hud or Slir. I was having a conversation with Todd Ashcroft and the subject came up. He is very knowlegeable on the subject and was just passing it on to the web sight for what it might be worth. I am just finishing up a new top carbon cowl, should have the AC back in the air by the end of the month, hopefully. Jack E Racer 113

Congradulations Richard, let me know if I can be of any assistance. Jack E Racer 113

Aieman I ran across a guy at ARR, Aurora, IL. where I am at and you might want to contact him about a hud unit. He says he has a working hud and flir. Drop him a line, nice guy, his name is Todd Ashcroft. - akrotodd@yahoo.com. See what happens. Jack E Racer 113

Lynn is correct on the width of the E Racer. I removed the foam at the armrests and it is 44.5 in wide, very comfortable. Also I have had 6'1 185lb passenger with no problem. Jack E Racer 113

Thats funny Lynn, but oh so true. It goes on and on and on. Have a hanger full of crap that did not work. Jack E Racer 113