AOPA Pilot Magazine - September 2011 - 102

NEVERAGAIN

BY TONY RIZZO

Just a few miles more

was returning to Frederick, Maryland, from Winter Haven, Florida. My Velocity’s Lycoming IO-360 had been unusually hard to start in Winter Haven, almost causing me to miss my IFR departure window.
After a quick break and fuel stop in Waycross, Georgia, the Velocity was again very hard to start. Approximately halfway between Waycross and Lumberton, North Carolina, the engine shuddered, and then returned to normal. Scanning the instruments, I found nothing unusual. The engine then began a vibration that was anything but normal. A 90-degree left turn would put me on a direct line for Columbia, South Carolina. I had stopped there several times in the past. Twice, Eagle Aviation had performed maintenance on my Velocity. The question, however, was whether or not I should put it down sooner than the 30 minutes it would take to get to Columbia Municipal. I was at 5,500 feet and getting VFR flight following. I told Center I was deviating and why and informed them I was going to try to climb. The airplane got to 6,000 feet and would go no higher. One small airport after another passed below me—and Center pointed them out. As I approached each one, I reevaluated my situation. Over and over I thought: The airplane is flying…there is a vibration of unknown origin…I’ve lost EGT on cylinders one and three…I can maintain altitude…it won’t climb above 6,000…there is no change in oil pressure, temperature, CHT, or fuel pressure…airspeed has not changed appreciably…here comes another airport landing opportunity. I’m now “x” minutes closer to Columbia where I know and trust maintenance…. Center passed me to Columbia Approach. “Velocity One-Tango-Romeo, I understand you are having a problem of some kind?” “Affirmative, One-Tango-Romeo has a rough engine and power loss.” “One-Tango-Romeo, how many souls on board and what is your fuel status?” Now I, the only soul aboard, knew Approach was running her emergency checklist whether I had declared an emergency or not. As I got within five miles of Columbia, I accepted a descent to 2,500 feet, but did not reduce power to get there. The tower cleared me to land and asked, “Do you want the equipment rolled?” “Negative on the equipment, but I will come in a little faster than usual as I do not want to reduce power until the last moment.” I greased it on and made the first turnoff. I got out of the airplane at Eagle expecting to see the worst. I had the cowling off by the time the A&P arrived. The air intake to cylinder one was no longer attached to the engine. The bolts were in the bottom of the cowling, both washers were missing, and there were nicks in two of the three prop blades directly in line with the exhaust. Oil was everywhere. The Garlock seal on the vacuum pump was leaking oil, and that seemed to be the primary source of the mess.
SARAH HANSON

Plus— Listen to a new Never Again story.
AOPA PILOT •

102 • SEPTEMBER 2011

AOPA Pilot Magazine - September 2011

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