Exhaust in cabin, Tecnam p2002
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Exhaust in cabin, Tecnam p2002
Hi folks.
I have slight but noticable exhaust smell in the cockpit of a p2002 so I flew with an accurate Carbon Monoxide detector to double check and results confirmed an issue.
27ppm CO in cruise
45ppm CO on descent
65+ppm CO in stall
Now how to fix it. Has anyone had any experience resolving CO in the cabin issues?
Changing cabin heat and fresh air vent postions did not help. I suspect ingress from the belly or tail cone rather than a cracked exhaust at this stage.
Would greatly appreciate any pointers for where to start looking.
FYI, AOPA discussion and Mike Busch's research referenced below.
AOPA article: blog.aopa.org/aopa/2014/10/20/carbon-monoxide-silent-killer/
Savvy Aviation Webinar: youtu.be/vgKPiZc8drQ
Detector used for flight check: sensorcon.com/products/professional-flue-gas-carbon-monoxide-analyser-kit?variant=4193503748
Summary excerpt (AOPA):
After studying this hazard for many years and consulting with world-class aeromedical experts, I have come to the following conclusions:
1. Every single-engine piston aircraft should carry a sensitive electronic CO detector.
2. Any in-flight CO concentration above 10 ppm should be brought to the attention of an A&P for troubleshooting and resolution.
3. Any in-flight CO concentration above 35 ppm should be grounds for going on supplemental oxygen (if available) and making a precautionary landing as soon as practicable.
4. Any in-flight CO concentration above 70 ppm should be grounds for declaring an emergency.
I have slight but noticable exhaust smell in the cockpit of a p2002 so I flew with an accurate Carbon Monoxide detector to double check and results confirmed an issue.
27ppm CO in cruise
45ppm CO on descent
65+ppm CO in stall
Now how to fix it. Has anyone had any experience resolving CO in the cabin issues?
Changing cabin heat and fresh air vent postions did not help. I suspect ingress from the belly or tail cone rather than a cracked exhaust at this stage.
Would greatly appreciate any pointers for where to start looking.
FYI, AOPA discussion and Mike Busch's research referenced below.
AOPA article: blog.aopa.org/aopa/2014/10/20/carbon-monoxide-silent-killer/
Savvy Aviation Webinar: youtu.be/vgKPiZc8drQ
Detector used for flight check: sensorcon.com/products/professional-flue-gas-carbon-monoxide-analyser-kit?variant=4193503748
Summary excerpt (AOPA):
After studying this hazard for many years and consulting with world-class aeromedical experts, I have come to the following conclusions:
1. Every single-engine piston aircraft should carry a sensitive electronic CO detector.
2. Any in-flight CO concentration above 10 ppm should be brought to the attention of an A&P for troubleshooting and resolution.
3. Any in-flight CO concentration above 35 ppm should be grounds for going on supplemental oxygen (if available) and making a precautionary landing as soon as practicable.
4. Any in-flight CO concentration above 70 ppm should be grounds for declaring an emergency.
Cessna 180 prototype had the same problem. They went to great lengths sealing the firewall to no effect. Eventually found the problem was exhaust gases entering the fuselage in the area of the horizontal stabiliser and cure was a bulkhead installed in the tail ahead of the stabiliser.
I had the same problem in a tecnam. Check for cracking near a weld seam on the exhaust pipe. Some pipes have an extra 'support' bracket welded on which seems to cause a weak spot susceptible to cracking. I've seen this multiple times, can lead to the entire pipe being jettisoned with power/heat changes. Cheerio
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My daughter and I had a close call in a P92 with CO. In that case it was due to the removal of the rubber bung in the underside of the fuselage that allowed access to the MLG bolts. A bit of duct tape provided a temporary fix.
With window vents closed it appears the P92 has a negative pressure differential that sucks stuff into the cabin. Open the vents the situation changes.
This may not be relevant to the P2002 but do look at the exhaust/oil staining on the underside of the fuselage and check for any small holes where exhaust could enter in those areas.
With window vents closed it appears the P92 has a negative pressure differential that sucks stuff into the cabin. Open the vents the situation changes.
This may not be relevant to the P2002 but do look at the exhaust/oil staining on the underside of the fuselage and check for any small holes where exhaust could enter in those areas.
I had my muffler outlet pipe (different aircraft type) crack inside where the carby heat muff/collar slide on part goes, so you couldn't see it was cracked inside. It was literally snapped right off and the carby heat part was the only thing holding it together.
