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Engine out over KOCF

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rnewman(at)tcwtech.com
Guest

Posted: Fri Apr 04, 2014 2:59 pm Post subject: Engine out over KOCF

Fellow RVâ€™s,



Monday afternoon at 7000 ft. right over KOCF on our way to Sun-n-Fun I had 

the opportunity to put all that engine-out training to work. The good news 

first: This was the best case possible, no one hurt, no airplane damage, 

flew the plane, declared emergency, landed on the paved runway, made the 

first taxiway. Guardian angle working overtime!!



Now for the important details that I believe can have a positive effect on 

others building or flying RV's.



Root cause of the engine failure was that the filtered airbox came off the 

throttle body, wedged under the intake portion of the throttle body and 

disrupted the airflow through the metering venturi. This caused the mixture 

to go way out of wack as the engine went to an extreme rich condition, I saw 

fuel flow rates pegged at >30 gph as soon as the event occurred.



My airplane is an RV-10 with a stock engine install and a stock cowling. I 

have the Airflow Performance fuel injection system with a vertical mount 

FM-200 fuel servo. This is the critical issue. The FM-200 uses an aluminum 

clamping doughnut to retain the filtered airbox assembly. This system does 

not use safety-wired bolts on the filtered side of the airbox, just this 

clamping doughnut. If the doughnut looses it's grip on the throttle body the 

whole filtered airbox can slide downwards and fall off, in this case that is 

exactly what happened. When we pulled the top cowling off, there in the 

bottom sat the entire filtered airbox, clamping doughnut and all.



Now for the fix: The filtered airbox bolts are located right underneath the 

mounting studs for the throttle body assembly. I simply replaced these bolts 

with drilled head bolts and made some drilled coupling nuts to put on the 

throttle body studs, there was plenty of extra threads exposed on these 

studs so I didn't have to make any changes to the studs or the nuts that 

hold the throttle body in place. Then just safety wire the whole thing 

together. I used 0.040 wire to tie each filtered airbox bolt up to the 

mounting studs. Below are pictures of the drilled nuts and the final 

installation.



Obviously I would highly recommend that if you have an Airflow Performance 

fuel injection system with a vertically mounted fuel servo you take a look 

at your installation and consider adding some securing means to ensure this 

thing can't come apart on your airplane. They key issue is that disrupting 

the airflow inside the fuel servo can make the engine STOP RUNNING!



Lastly, I've collected the flight data out of my AFS EFIS system which I 

just happened to have running at 2 second intervals. Its been very 

instructive to see exactly how the whole event played out. I could see my 

various attempts to get the engine to run properly by changing throttle 

positions and the hopeless lack of actual power. You could see the excess 

fuel just crater the EGTs, and now in hind sight I may have been able to get 

some power back if I had the insight to try and close the mixture radically. 

However, I can say with confidence my total focus after about 1 or so 

minutes of trying to get power was on flying the plane to a safe landing.... 

mission accomplished.

Pictures attached are of the drilled retention nuts and the updated 

installation.

Bob Newman

N541RV 200 hrs

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dave.saylor.aircrafters(a
Guest

Posted: Fri Apr 04, 2014 3:49 pm Post subject: Engine out over KOCF

Great work, Bob. Â I'm happy to hear you did everything by the book--including PRACTICE.

  And, I don't think that FAB is going anywhere any time soon!

  Blue Skies,



Dave Saylor

831-750-0284 CL

 



On Fri, Apr 4, 2014 at 3:58 PM, Bob-tcw <rnewman(at)tcwtech.com (rnewman(at)tcwtech.com)> wrote:

[quote]  Fellow RVâ€™s,

 

 Monday afternoon at 7000 ft. right over KOCF on our way to Sun-n-Fun I had the opportunity to put all that engine-out training to work. The good news first: This was the best case possible, no one hurt, no airplane damage, flew the plane, declared emergency, landed on the paved runway, made the first taxiway. Guardian angle working overtime!!

   

 Now for the important details that I believe can have a positive effect on others building or flying RV's.

 

 Root cause of the engine failure was that the filtered airbox came off the throttle body, wedged under the intake portion of the throttle body and disrupted the airflow through the metering venturi. This caused the mixture to go way out of wack as the engine went to an extreme rich condition, I saw fuel flow rates pegged at >30 gph as soon as the event occurred.

   

 My airplane is an RV-10 with a stock engine install and a stock cowling. I have the Airflow Performance fuel injection system with a vertical mount FM-200 fuel servo. This is the critical issue. The FM-200 uses an aluminum clamping doughnut to retain the filtered airbox assembly. This system does not use safety-wired bolts on the filtered side of the airbox, just this clamping doughnut. If the doughnut looses it's grip on the throttle body the whole filtered airbox can slide downwards and fall off, in this case that is exactly what happened. When we pulled the top cowling off, there in the bottom sat the entire filtered airbox, clamping doughnut and all.

   

 Now for the fix: The filtered airbox bolts are located right underneath the mounting studs for the throttle body assembly. I simply replaced these bolts with drilled head bolts and made some drilled coupling nuts to put on the throttle body studs, there was plenty of extra threads exposed on these studs so I didn't have to make any changes to the studs or the nuts that hold the throttle body in place. Then just safety wire the whole thing together. I used 0.040 wire to tie each filtered airbox bolt up to the mounting studs. Below are pictures of the drilled nuts and the final installation.

   

 Obviously I would highly recommend that if you have an Airflow Performance fuel injection system with a vertically mounted fuel servo you take a look at your installation and consider adding some securing means to ensure this thing can't come apart on your airplane. They key issue is that disrupting the airflow inside the fuel servo can make the engine STOP RUNNING!

   

 Lastly, I've collected the flight data out of my AFS EFIS system which I just happened to have running at 2 second intervals. Its been very instructive to see exactly how the whole event played out. I could see my various attempts to get the engine to run properly by changing throttle positions and the hopeless lack of actual power. You could see the excess fuel just crater the EGTs, and now in hind sight I may have been able to get some power back if I had the insight to try and close the mixture radically. However, I can say with confidence my total focus after about 1 or so minutes of trying to get power was on flying the plane to a safe landing.... mission accomplished.

   

 

 Pictures attached are of the drilled retention nuts and the updated installation.

 

 

 Bob Newman

 N541RV 200 hrs

 

 

 

 

 [b]

Bret Smith

Joined: 09 Jan 2006
Posts: 178
Location: Mineral Bluff, GA

Posted: Fri Apr 04, 2014 4:09 pm Post subject: Engine out over KOCF

Bob, really, REALLY great to hear you made a safe landing!  I have the AFS system on my IO-360 RV-9 but the setup is different.  Have you called Don to discuss?



Bret Smith

N16BL



--

_________________
Bret Smith
RV-9A (Emp)

rnewman(at)tcwtech.com
Guest

Posted: Fri Apr 04, 2014 4:39 pm Post subject: Engine out over KOCF

I did contact Don at AFP.    He said he hadn't heard of an airbox falling off and that the primary problem is that the vans cowling snout is too tight to the air box.   He also suggested that some have come up with ways to secure the fab.   That's about it.  

Bob



Sent from my iPhone



On Apr 4, 2014, at 8:08 PM, "Bret Smith" <smithhb(at)tds.net> wrote:



[quote] 

 

 Bob, really, REALLY great to hear you made a safe landing!  I have the AFS system on my IO-360 RV-9 but the setup is different.  Have you called Don to discuss?

 

 Bret Smith

 N16BL

 

 --

Dick Sipp

Joined: 11 Jan 2006
Posts: 215
Location: Hope, MI

Posted: Fri Apr 04, 2014 7:24 pm Post subject: Engine out over KOCF

Great job Bob!  Thanks for the report.



Dick Sipp

RV-10 535 hours



--

chasb(at)satx.rr.com
Guest

Posted: Sat Apr 05, 2014 7:08 am Post subject: Engine out over KOCF

Bob,

Great job and great report. No photos attached, however. Any chance of a url or a web site to show the photos?

Charlie Brame

RV-6A  N11CB - with a vertical mount AFP fuel injection.

San Antonio

-----------------------------------------------------





[quote]Time: 03:59:59 PM PST US

From: "Bob-tcw" <rnewman(at)tcwtech.com (rnewman(at)tcwtech.com)>

Subject: Engine out over KOCF



Fellow RVs,



Monday afternoon at 7000 ft. right over KOCF on our way to Sun-n-Fun I had 

the opportunity to put all that engine-out training to work. The good news 

first: This was the best case possible, no one hurt, no airplane damage, 

flew the plane, declared emergency, landed on the paved runway, made the 

first taxiway. Guardian angle working overtime!!



Now for the important details that I believe can have a positive effect on 

others building or flying RV's.



Root cause of the engine failure was that the filtered airbox came off the 

throttle body, wedged under the intake portion of the throttle body and 

disrupted the airflow through the metering venturi. This caused the mixture 

to go way out of wack as the engine went to an extreme rich condition, I saw 

fuel flow rates pegged at >30 gph as soon as the event occurred.



My airplane is an RV-10 with a stock engine install and a stock cowling. I 

have the Airflow Performance fuel injection system with a vertical mount 

FM-200 fuel servo. This is the critical issue. The FM-200 uses an aluminum 

clamping doughnut to retain the filtered airbox assembly. This system does 

not use safety-wired bolts on the filtered side of the airbox, just this 

clamping doughnut. If the doughnut looses it's grip on the throttle body the 

whole filtered airbox can slide downwards and fall off, in this case that is 

exactly what happened. When we pulled the top cowling off, there in the 

bottom sat the entire filtered airbox, clamping doughnut and all.



Now for the fix: The filtered airbox bolts are located right underneath the 

mounting studs for the throttle body assembly. I simply replaced these bolts 

with drilled head bolts and made some drilled coupling nuts to put on the 

throttle body studs, there was plenty of extra threads exposed on these 

studs so I didn't have to make any changes to the studs or the nuts that 

hold the throttle body in place. Then just safety wire the whole thing 

together. I used 0.040 wire to tie each filtered airbox bolt up to the 

mounting studs. Below are pictures of the drilled nuts and the final 

installation.



Obviously I would highly recommend that if you have an Airflow Performance 

fuel injection system with a vertically mounted fuel servo you take a look 

at your installation and consider adding some securing means to ensure this 

thing can't come apart on your airplane. They key issue is that disrupting 

the airflow inside the fuel servo can make the engine STOP RUNNING!



Lastly, I've collected the flight data out of my AFS EFIS system which I 

just happened to have running at 2 second intervals. Its been very 

instructive to see exactly how the whole event played out. I could see my 

various attempts to get the engine to run properly by changing throttle 

positions and the hopeless lack of actual power. You could see the excess 

fuel just crater the EGTs, and now in hind sight I may have been able to get 

some power back if I had the insight to try and close the mixture radically. 

However, I can say with confidence my total focus after about 1 or so 

minutes of trying to get power was on flying the plane to a safe landing.... 

mission accomplished.

Pictures attached are of the drilled retention nuts and the updated 

installation.

Bob Newman

N541RV 200 hrs

[b]

rnewman(at)tcwtech.com
Guest

Posted: Sat Apr 05, 2014 9:51 am Post subject: Engine out over KOCF

The original listing had pictures when I posted it.    Did  anyone else see them?

  

 Hereâ€™s a url to one of the pics I put on my google+ album.  

  

  https://lh3.googleusercontent.com/-36L4ELs0R10/Uz8rUckKBfI/AAAAAAAAUCE/Fu3xneaqtWQ/w769-h577-no/2014-04-03+13.22.23.jpg

  

  

 Bob

    

  From: Charles Brame (chasb(at)satx.rr.com) 

 Sent: Saturday, April 05, 2014 11:06 AM

 To: List RV (Rv-list(at)matronics.com) 

 Subject: Engine out over KOCF

  



  Bob,

  

 Great job and great report. No photos attached, however. Any chance of a  url or a web site to show the photos?

  

 Charlie Brame

 RV-6A  N11CB - with a vertical mount AFP fuel injection.

 San Antonio

  

 -----------------------------------------------------

  

  

  [quote]Time: 03:59:59 PM PST US

From: "Bob-tcw"    <rnewman(at)tcwtech.com (rnewman(at)tcwtech.com)>

Subject:    Engine out over KOCF



Fellow RVs,



Monday afternoon at    7000 ft. right over KOCF on our way to Sun-n-Fun I had 

the opportunity to    put all that engine-out training to work. The good news 

first: This was    the best case possible, no one hurt, no airplane damage, 

flew the plane,    declared emergency, landed on the paved runway, made the 

first taxiway.    Guardian angle working overtime!!



Now for the important details that I    believe can have a positive effect on 

others building or flying    RV's.



Root cause of the engine failure was that the filtered airbox    came off the 

throttle body, wedged under the intake portion of the    throttle body and 

disrupted the airflow through the metering venturi. This    caused the mixture 

to go way out of wack as the engine went to an extreme    rich condition, I saw 

fuel flow rates pegged at >30 gph as soon as the    event occurred.



My airplane is an RV-10 with a stock engine install and    a stock cowling. I 

have the Airflow Performance fuel injection system with    a vertical mount 

FM-200 fuel servo. This is the critical issue. The FM-200    uses an aluminum 

clamping doughnut to retain the filtered airbox assembly.    This system does 

not use safety-wired bolts on the filtered side of the    airbox, just this 

clamping doughnut. If the doughnut looses it's grip on    the throttle body the 

whole filtered airbox can slide downwards and fall    off, in this case that is 

exactly what happened. When we pulled the top    cowling off, there in the 

bottom sat the entire filtered airbox, clamping    doughnut and all.



Now for the fix: The filtered airbox bolts are    located right underneath the 

mounting studs for the throttle body    assembly. I simply replaced these bolts 

with drilled head bolts and made    some drilled coupling nuts to put on the 

throttle body studs, there was    plenty of extra threads exposed on these 

studs so I didn't have to make    any changes to the studs or the nuts that 

hold the throttle body in place.    Then just safety wire the whole thing 

together. I used 0.040 wire to tie    each filtered airbox bolt up to the 

mounting studs. Below are pictures of    the drilled nuts and the final 

installation.



Obviously I would    highly recommend that if you have an Airflow Performance 

fuel injection    system with a vertically mounted fuel servo you take a look 

at your    installation and consider adding some securing means to ensure this 

thing    can't come apart on your airplane. They key issue is that disrupting 

the    airflow inside the fuel servo can make the engine STOP RUNNING!



Lastly,    I've collected the flight data out of my AFS EFIS system which I 

just    happened to have running at 2 second intervals. Its been very 

instructive    to see exactly how the whole event played out. I could see my 

various    attempts to get the engine to run properly by changing throttle 

positions    and the hopeless lack of actual power. You could see the excess 

fuel just    crater the EGTs, and now in hind sight I may have been able to get 

some    power back if I had the insight to try and close the mixture radically.    

However, I can say with confidence my total focus after about 1 or so    

minutes of trying to get power was on flying the plane to a safe    landing.... 

mission accomplished.

Pictures attached are of the    drilled retention nuts and the updated 

installation.

Bob    Newman

N541RV 200 hrs





href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-List

href="http://forums.matronics.com">http://forums.matronics.com

href="http://www.matronics.com/contribution">http://www.matronics.com/c

[b]

bobbyhester(at)twc.com
Guest

Posted: Sat Apr 05, 2014 10:07 am Post subject: Engine out over KOCF

Yes, they were there. All the way at the bottom. 



Sent from my Verizon iPhone



On Apr 5, 2014, at 1:50 PM, "Bob-tcw" <rnewman(at)tcwtech.com (rnewman(at)tcwtech.com)> wrote:

[quote]    The original listing had pictures when I posted it.    Did  anyone else see them?

  

 Hereâ€™s a url to one of the pics I put on my google+ album.  

  

  https://lh3.googleusercontent.com/-36L4ELs0R10/Uz8rUckKBfI/AAAAAAAAUCE/Fu3xneaqtWQ/w769-h577-no/2014-04-03+13.22.23.jpg

  

  

 Bob

    

  From: Charles Brame (chasb(at)satx.rr.com) 

 Sent: Saturday, April 05, 2014 11:06 AM

 To: List RV (Rv-list(at)matronics.com) 

 Subject: Engine out over KOCF

  



  Bob,

  

 Great job and great report. No photos attached, however. Any chance of a  url or a web site to show the photos?

  

 Charlie Brame

 RV-6A  N11CB - with a vertical mount AFP fuel injection.

 San Antonio

  

 -----------------------------------------------------

  

  

   	  Quote: 	
		  Time: 03:59:59 PM PST US

From: "Bob-tcw"    <rnewman(at)tcwtech.com (rnewman(at)tcwtech.com)>

Subject:    Engine out over KOCF



Fellow RVs,



Monday afternoon at    7000 ft. right over KOCF on our way to Sun-n-Fun I had 

the opportunity to    put all that engine-out training to work. The good news 

first: This was    the best case possible, no one hurt, no airplane damage, 

flew the plane,    declared emergency, landed on the paved runway, made the 

first taxiway.    Guardian angle working overtime!!



Now for the important details that I    believe can have a positive effect on 

others building or flying    RV's.



Root cause of the engine failure was that the filtered airbox    came off the 

throttle body, wedged under the intake portion of the    throttle body and 

disrupted the airflow through the metering venturi. This    caused the mixture 

to go way out of wack as the engine went to an extreme    rich condition, I saw 

fuel flow rates pegged at >30 gph as soon as the    event occurred.



My airplane is an RV-10 with a stock engine install and    a stock cowling. I 

have the Airflow Performance fuel injection system with    a vertical mount 

FM-200 fuel servo. This is the critical issue. The FM-200    uses an aluminum 

clamping doughnut to retain the filtered airbox assembly.    This system does 

not use safety-wired bolts on the filtered side of the    airbox, just this 

clamping doughnut. If the doughnut looses it's grip on    the throttle body the 

whole filtered airbox can slide downwards and fall    off, in this case that is 

exactly what happened. When we pulled the top    cowling off, there in the 

bottom sat the entire filtered airbox, clamping    doughnut and all.



Now for the fix: The filtered airbox bolts are    located right underneath the 

mounting studs for the throttle body    assembly. I simply replaced these bolts 

with drilled head bolts and made    some drilled coupling nuts to put on the 

throttle body studs, there was    plenty of extra threads exposed on these 

studs so I didn't have to make    any changes to the studs or the nuts that 

hold the throttle body in place.    Then just safety wire the whole thing 

together. I used 0.040 wire to tie    each filtered airbox bolt up to the 

mounting studs. Below are pictures of    the drilled nuts and the final 

installation.



Obviously I would    highly recommend that if you have an Airflow Performance 

fuel injection    system with a vertically mounted fuel servo you take a look 

at your    installation and consider adding some securing means to ensure this 

thing    can't come apart on your airplane. They key issue is that disrupting 

the    airflow inside the fuel servo can make the engine STOP RUNNING!



Lastly,    I've collected the flight data out of my AFS EFIS system which I 

just    happened to have running at 2 second intervals. Its been very 

instructive    to see exactly how the whole event played out. I could see my 

various    attempts to get the engine to run properly by changing throttle 

positions    and the hopeless lack of actual power. You could see the excess 

fuel just    crater the EGTs, and now in hind sight I may have been able to get 

some    power back if I had the insight to try and close the mixture radically.    

However, I can say with confidence my total focus after about 1 or so    

minutes of trying to get power was on flying the plane to a safe    landing.... 

mission accomplished.

Pictures attached are of the    drilled retention nuts and the updated 

installation.

Bob    Newman

N541RV 200 hrs





href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-List

href="http://forums.matronics.com">http://forums.matronics.com

href="http://www.matronics.com/contribution">http://www.matronics.com/c





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st"">http://www.matronics.com/Navigator?RV-List

D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D

//forums.matronics.com

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ot;">http://www.matronics.com/contribution

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[b]

TimRVator(at)comcast.net
Guest

Posted: Sun Apr 06, 2014 10:23 am Post subject: Engine out over KOCF

Bob,

       

       An involuntary glider ride is no fun -- I'm glad you were able to       land safely.Â  Thanks for sharing your experience (and the cause)       with the group.Â  

       

       I'm confused by the safety wire shown in your photos (particularly       the vertical runs of safety wire up to the coupling nuts).Â  Is       your primary intent to safety the 4 drilled-head AN-3 bolts that       penetrate down through the FAB aluminum cover?Â  If so, normal       practice as I understand it would be to just safety wire those       AN-3 bolts to each other in pairs (as shown in AC 43.13-1B, page       7-20, Figure 7-3, for example).

       

       [img]cid:part1.00050504.09070001(at)comcast.net[/img]

       

       Thanks,

       

       Tim

        	  Quote: 	
		  -- 

Tim Lewis -- HEF (Manassas, VA)

A&P

RV-6A N47TD -- 1104 hrs - sold 

RV-10 N31TD -- 500 hrs 	
       Bob-tcw said the following on 4/4/2014 6:58 PM:

     

      	  Quote: 	
		  Fellow RVâ€™s,       

       

       Monday afternoon at 7000 ft. right over KOCF on our way to       Sun-n-Fun I had the opportunity to put all that engine-out       training to work. The good news first: This was the best case       possible, no one hurt, no airplane damage, flew the plane,       declared emergency, landed on the paved runway, made the first       taxiway. Guardian angle working overtime!!       

       

       Now for the important details that I believe can have a positive       effect on others building or flying RV's.       

       

       Root cause of the engine failure was that the filtered airbox came       off the throttle body, wedged under the intake portion of the       throttle body and disrupted the airflow through the metering       venturi. This caused the mixture to go way out of wack as the       engine went to an extreme rich condition, I saw fuel flow rates       pegged at >30 gph as soon as the event occurred.       

       

       My airplane is an RV-10 with a stock engine install and a stock       cowling. I have the Airflow Performance fuel injection system with       a vertical mount FM-200 fuel servo. This is the critical issue.       The FM-200 uses an aluminum clamping doughnut to retain the       filtered airbox assembly. This system does not use safety-wired       bolts on the filtered side of the airbox, just this clamping       doughnut. If the doughnut looses it's grip on the throttle body       the whole filtered airbox can slide downwards and fall off, in       this case that is exactly what happened. When we pulled the top       cowling off, there in the bottom sat the entire filtered airbox,       clamping doughnut and all.       

       

       Now for the fix: The filtered airbox bolts are located right       underneath the mounting studs for the throttle body assembly. I       simply replaced these bolts with drilled head bolts and made some       drilled coupling nuts to put on the throttle body studs, there was       plenty of extra threads exposed on these studs so I didn't have to       make any changes to the studs or the nuts that hold the throttle       body in place. Then just safety wire the whole thing together. I       used 0.040 wire to tie each filtered airbox bolt up to the       mounting studs. Below are pictures of the drilled nuts and the       final installation.       

       

       Obviously I would highly recommend that if you have an Airflow       Performance fuel injection system with a vertically mounted fuel       servo you take a look at your installation and consider adding       some securing means to ensure this thing can't come apart on your       airplane. They key issue is that disrupting the airflow inside the       fuel servo can make the engine STOP RUNNING!       

       

       Lastly, I've collected the flight data out of my AFS EFIS system       which I just happened to have running at 2 second intervals. Its       been very instructive to see exactly how the whole event played       out. I could see my various attempts to get the engine to run       properly by changing throttle positions and the hopeless lack of       actual power. You could see the excess fuel just crater the EGTs,       and now in hind sight I may have been able to get some power back       if I had the insight to try and close the mixture radically.       However, I can say with confidence my total focus after about 1 or       so minutes of trying to get power was on flying the plane to a       safe landing.... mission accomplished.       

       

       

       Pictures attached are of the drilled retention nuts and the       updated installation.       

       

       

       Bob Newman       

       N541RV 200 hrs

iibijbca.png

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Filesize:

111.83 KB

Viewed:

10922 Time(s)

bobbyhester(at)twc.com
Guest

Posted: Sun Apr 06, 2014 11:15 am Post subject: Engine out over KOCF

I second that, the vertical safeties are not needed and the wraps are not tight near the bolt heads. Refer to the drawings



Sent from my Verizon iPhone



 	  Quote: 	
		   On Apr 6, 2014, at 2:22 PM, Tim Lewis <TimRVator(at)comcast.net> wrote:

 

 Bob,

 

 An involuntary glider ride is no fun -- I'm glad you were able to land safely.  Thanks for sharing your experience (and the cause) with the group.  

 

 I'm confused by the safety wire shown in your photos (particularly the vertical runs of safety wire up to the coupling nuts).  Is your primary intent to safety the 4 drilled-head AN-3 bolts that penetrate down through the FAB aluminum cover?  If so, normal practice as I understand it would be to just safety wire those AN-3 bolts to each other in pairs (as shown in AC 43.13-1B, page 7-20, Figure 7-3, for example).

 

 <iibijbca.png>

 

 Thanks,

 

 Tim

 -- 

 Tim Lewis -- HEF (Manassas, VA)

 A&P

 RV-6A N47TD -- 1104 hrs - sold 

 RV-10 N31TD -- 500 hrs

 Bob-tcw said the following on 4/4/2014 6:58 PM:

> Fellow RVâ€™s, 

> 

> Monday afternoon at 7000 ft. right over KOCF on our way to Sun-n-Fun I had the opportunity to put all that engine-out training to work. The good news first: This was the best case possible, no one hurt, no airplane damage, flew the plane, declared emergency, landed on the paved runway, made the first taxiway. Guardian angle working overtime!! 

> 

> Now for the important details that I believe can have a positive effect on others building or flying RV's. 

> 

> Root cause of the engine failure was that the filtered airbox came off the throttle body, wedged under the intake portion of the throttle body and disrupted the airflow through the metering venturi. This caused the mixture to go way out of wack as the engine went to an extreme rich condition, I saw fuel flow rates pegged at >30 gph as soon as the event occurred. 

> 

> My airplane is an RV-10 with a stock engine install and a stock cowling. I have the Airflow Performance fuel injection system with a vertical mount FM-200 fuel servo. This is the critical issue. The FM-200 uses an aluminum clamping doughnut to retain the filtered airbox assembly. This system does not use safety-wired bolts on the filtered side of the airbox, just this clamping doughnut. If the doughnut looses it's grip on the throttle body the whole filtered airbox can slide downwards and fall off, in this case that is exactly what happened. When we pulled the top cowling off, there in the bottom sat the entire filtered airbox, clamping doughnut and all.       

> 

> Now for the fix: The filtered airbox bolts are located right underneath the mounting studs for the throttle body assembly. I simply replaced these bolts with drilled head bolts and made some drilled coupling nuts to put on the throttle body studs, there was plenty of extra threads exposed on these studs so I didn't have to make any changes to the studs or the nuts that hold the throttle body in place. Then just safety wire the whole thing together. I used 0.040 wire to tie each filtered airbox bolt up to the mounting studs. Below are pictures of the drilled nuts and the final installation. 

> 

> Obviously I would highly recommend that if you have an Airflow Performance fuel injection system with a vertically mounted fuel servo you take a look at your installation and consider adding some securing means to ensure this thing can't come apart on your airplane. They key issue is that disrupting the airflow inside the fuel servo can make the engine STOP RUNNING! 

> 

> Lastly, I've collected the flight data out of my AFS EFIS system which I just happened to have running at 2 second intervals. Its been very instructive to see exactly how the whole event played out. I could see my various attempts to get the engine to run properly by changing throttle positions and the hopeless lack of actual power. You could see the excess fuel just crater the EGTs, and now in hind sight I may have been able to get some power back if I had the insight to try and close the mixture radically. However, I can say with confidence my total focus after about 1 or so minutes of trying to get power was on flying the plane to a safe landing.... mission accomplished. 

> 

> 

> Pictures attached are of the drilled retention nuts and the updated installation. 

> 

> 

> Bob Newman 

> N541RV 200 hrs

ceengland7(at)gmail.com
Guest

Posted: Sun Apr 06, 2014 12:09 pm Post subject: Engine out over KOCF

I've got no experience with that system, but I read the original post as 

saying that the stock setup only uses a clamp around the inlet neck of 

the throttle body to hold the airbox on the throttle body. I thought 

that he was using the vertical runs of safety wire as a safety to keep 

the airbox up if the clamp releases its grip (again).



On 4/6/2014 2:14 PM, Bobby Hester wrote:

 	  Quote: 	
		   



 I second that, the vertical safeties are not needed and the wraps are not tight near the bolt heads. Refer to the drawings



 Sent from my Verizon iPhone



> On Apr 6, 2014, at 2:22 PM, Tim Lewis <TimRVator(at)comcast.net> wrote:

>

> Bob,

>

> An involuntary glider ride is no fun -- I'm glad you were able to land safely.  Thanks for sharing your experience (and the cause) with the group.

>

> I'm confused by the safety wire shown in your photos (particularly the vertical runs of safety wire up to the coupling nuts).  Is your primary intent to safety the 4 drilled-head AN-3 bolts that penetrate down through the FAB aluminum cover?  If so, normal practice as I understand it would be to just safety wire those AN-3 bolts to each other in pairs (as shown in AC 43.13-1B, page 7-20, Figure 7-3, for example).

>

> <iibijbca.png>

>

> Thanks,

>

> Tim

> -- 

> Tim Lewis -- HEF (Manassas, VA)

> A&P

> RV-6A N47TD -- 1104 hrs - sold

> RV-10 N31TD -- 500 hrs

> Bob-tcw said the following on 4/4/2014 6:58 PM:

>> Fellow RV’s,

>>

>> Monday afternoon at 7000 ft. right over KOCF on our way to Sun-n-Fun I had the opportunity to put all that engine-out training to work. The good news first: This was the best case possible, no one hurt, no airplane damage, flew the plane, declared emergency, landed on the paved runway, made the first taxiway. Guardian angle working overtime!!

>>

>> Now for the important details that I believe can have a positive effect on others building or flying RV's.

>>

>> Root cause of the engine failure was that the filtered airbox came off the throttle body, wedged under the intake portion of the throttle body and disrupted the airflow through the metering venturi. This caused the mixture to go way out of wack as the engine went to an extreme rich condition, I saw fuel flow rates pegged at >30 gph as soon as the event occurred.

>>

>> My airplane is an RV-10 with a stock engine install and a stock cowling. I have the Airflow Performance fuel injection system with a vertical mount FM-200 fuel servo. This is the critical issue. The FM-200 uses an aluminum clamping doughnut to retain the filtered airbox assembly. This system does not use safety-wired bolts on the filtered side of the airbox, just this clamping doughnut. If the doughnut looses it's grip on the throttle body the whole filtered airbox can slide downwards and fall off, in this case that is exactly what happened. When we pulled the top cowling off, there in the bottom sat the entire filtered airbox, clamping doughnut and all.

>>

>> Now for the fix: The filtered airbox bolts are located right underneath the mounting studs for the throttle body assembly. I simply replaced these bolts with drilled head bolts and made some drilled coupling nuts to put on the throttle body studs, there was plenty of extra threads exposed on these studs so I didn't have to make any changes to the studs or the nuts that hold the throttle body in place. Then just safety wire the whole thing together. I used 0.040 wire to tie each filtered airbox bolt up to the mounting studs. Below are pictures of the drilled nuts and the final installation.

>>

>> Obviously I would highly recommend that if you have an Airflow Performance fuel injection system with a vertically mounted fuel servo you take a look at your installation and consider adding some securing means to ensure this thing can't come apart on your airplane. They key issue is that disrupting the airflow inside the fuel servo can make the engine STOP RUNNING!

>>

>> Lastly, I've collected the flight data out of my AFS EFIS system which I just happened to have running at 2 second intervals. Its been very instructive to see exactly how the whole event played out. I could see my various attempts to get the engine to run properly by changing throttle positions and the hopeless lack of actual power. You could see the excess fuel just crater the EGTs, and now in hind sight I may have been able to get some power back if I had the insight to try and close the mixture radically. However, I can say with confidence my total focus after about 1 or so minutes of trying to get power was on flying the plane to a safe landing.... mission accomplished.

>>

>>

>> Pictures attached are of the drilled retention nuts and the updated installation.

>>

>>

>> Bob Newman

>> N541RV 200 hrs

rnewman(at)tcwtech.com
Guest

Posted: Sun Apr 06, 2014 12:52 pm Post subject: Engine out over KOCF

Charlie has it right. The whole point is to provide a safety means in the vertical direction.  The clamping doughnut is below the filtered airbox plate and not visible in the picture.   The four bolts that I safety wired to thread into the doughnut.    I safety wired between the bolts to provide additional protection against them backing out.   However, those four bolts could be removed and as long as the clamping doughnut remained tight the box can't come off.   Lastly the vertical safety wire doesn't exactly need to be crazy tight as it would require about 3/4" of travel before the doughnut comes disengaged from the fuel servo.   



Bob Newman. 



On Apr 6, 2014, at 4:10 PM, Charlie England <ceengland7(at)gmail.com> wrote:



 	  Quote: 	
		   

 

 I've got no experience with that system, but I read the original post as saying that the stock setup only uses a clamp around the inlet neck of the throttle body to hold the airbox on the throttle body. I thought that he was using the vertical runs of safety wire as a safety to keep the airbox up if the clamp releases its grip (again).

 

 On 4/6/2014 2:14 PM, Bobby Hester wrote:

> 

> 

> I second that, the vertical safeties are not needed and the wraps are not tight near the bolt heads. Refer to the drawings

> 

> Sent from my Verizon iPhone

> 

>> On Apr 6, 2014, at 2:22 PM, Tim Lewis <TimRVator(at)comcast.net> wrote:

>> 

>> Bob,

>> 

>> An involuntary glider ride is no fun -- I'm glad you were able to land safely.  Thanks for sharing your experience (and the cause) with the group.

>> 

>> I'm confused by the safety wire shown in your photos (particularly the vertical runs of safety wire up to the coupling nuts).  Is your primary intent to safety the 4 drilled-head AN-3 bolts that penetrate down through the FAB aluminum cover?  If so, normal practice as I understand it would be to just safety wire those AN-3 bolts to each other in pairs (as shown in AC 43.13-1B, page 7-20, Figure 7-3, for example).

>> 

>> <iibijbca.png>

>> 

>> Thanks,

>> 

>> Tim

>> -- 

>> Tim Lewis -- HEF (Manassas, VA)

>> A&P

>> RV-6A N47TD -- 1104 hrs - sold

>> RV-10 N31TD -- 500 hrs

>> Bob-tcw said the following on 4/4/2014 6:58 PM:

>>> Fellow RVâ€™s,

>>> 

>>> Monday afternoon at 7000 ft. right over KOCF on our way to Sun-n-Fun I had the opportunity to put all that engine-out training to work. The good news first: This was the best case possible, no one hurt, no airplane damage, flew the plane, declared emergency, landed on the paved runway, made the first taxiway. Guardian angle working overtime!!

>>> 

>>> Now for the important details that I believe can have a positive effect on others building or flying RV's.

>>> 

>>> Root cause of the engine failure was that the filtered airbox came off the throttle body, wedged under the intake portion of the throttle body and disrupted the airflow through the metering venturi. This caused the mixture to go way out of wack as the engine went to an extreme rich condition, I saw fuel flow rates pegged at >30 gph as soon as the event occurred.

>>> 

>>> My airplane is an RV-10 with a stock engine install and a stock cowling. I have the Airflow Performance fuel injection system with a vertical mount FM-200 fuel servo. This is the critical issue. The FM-200 uses an aluminum clamping doughnut to retain the filtered airbox assembly. This system does not use safety-wired bolts on the filtered side of the airbox, just this clamping doughnut. If the doughnut looses it's grip on the throttle body the whole filtered airbox can slide downwards and fall off, in this case that is exactly what happened. When we pulled the top cowling off, there in the bottom sat the entire filtered airbox, clamping doughnut and all.

>>> 

>>> Now for the fix: The filtered airbox bolts are located right underneath the mounting studs for the throttle body assembly. I simply replaced these bolts with drilled head bolts and made some drilled coupling nuts to put on the throttle body studs, there was plenty of extra threads exposed on these studs so I didn't have to make any changes to the studs or the nuts that hold the throttle body in place. Then just safety wire the whole thing together. I used 0.040 wire to tie each filtered airbox bolt up to the mounting studs. Below are pictures of the drilled nuts and the final installation.

>>> 

>>> Obviously I would highly recommend that if you have an Airflow Performance fuel injection system with a vertically mounted fuel servo you take a look at your installation and consider adding some securing means to ensure this thing can't come apart on your airplane. They key issue is that disrupting the airflow inside the fuel servo can make the engine STOP RUNNING!

>>> 

>>> Lastly, I've collected the flight data out of my AFS EFIS system which I just happened to have running at 2 second intervals. Its been very instructive to see exactly how the whole event played out. I could see my various attempts to get the engine to run properly by changing throttle positions and the hopeless lack of actual power. You could see the excess fuel just crater the EGTs, and now in hind sight I may have been able to get some power back if I had the insight to try and close the mixture radically. However, I can say with confidence my total focus after about 1 or so minutes of trying to get power was on flying the plane to a safe landing.... mission accomplished.

>>> 

>>> 

>>> Pictures attached are of the drilled retention nuts and the updated installation.

>>> 

>>> 

>>> Bob Newman

>>> N541RV 200 hrs

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