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s_thatcher(at)bellsouth.n
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 Posted: Sun Jul 09, 2006 3:22 am Post subject: Distributor shaft contributes to engine failure |
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<<<I have never heard of a broken distributor shaft.>>>
This was pulled from the NTSB accident report of an HDS engine failure that indicated a distributor can fail. The shaft was only the contributor to the failure... it didn't fail itself. I don't know what the engine type was however. See http://www.ntsb.gov/ntsb/brief.asp?ev_id=20030702X01004&key=1 for more info.
"The pilot/owner stated that after the accident he examined the airplane to determine the reason the engine had ceased to operate, and he found that the distributor rotor had failed due to excessive shaft clearance. He said that the excessive clearance had allowed the rotor to wobble in its rotation, and contact the pins within the cap, which had resulted in the metal contact at the top, separating from the plastic base."
I just finished the sides of the fuselage and my right elbow feels like I've been playing tennis for two weeks. I can barely lift the rivet gun!
Scott Thatcher
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skyguynca
Joined: 05 Jun 2006
Posts: 128
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| Posted: Sun Jul 09, 2006 5:49 am Post subject: Distributor shaft contributes to engine failure |
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Personally, I would say that the distributor contributed to the failure. I would say that the owner/builder failed to assure the tolerances were in range and that caused the failure.
David Mikesell
23597 N. Hwy 99
Acampo, CA 95220
209-609-8774
skyguynca(at)skyguynca.com (skyguynca(at)skyguynca.com)
www.skyguynca.com
[quote] ---
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Gbrac80(at)aol.com
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| Posted: Sun Jul 09, 2006 6:04 am Post subject: Distributor shaft contributes to engine failure |
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FAA register simply lists this engine as a Subaru; model not identified.
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LHusky(at)aol.com
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| Posted: Sun Jul 09, 2006 3:03 pm Post subject: Distributor shaft contributes to engine failure |
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I would have to agree. If he was up at cruising altitude getting performance data, then maybe he had just finished the engine. Having built many engines and being ASE certified, the one thing that I have always done, is measure the tolerance's of all components, including shaft play from the distributor. As far as the WW conversion goes, Corvair stock distributors had one bearing in them when they came out of the factory, as did many automotive factory distributors. I have seen 2 distributors fail, out of thousands. Both of these were with well over 100,000 miles on the distributor. WW has cut this even further by installing a second bearing in the distributor shaft. He states he has done this for safety and stability of the shaft. I think a distributor failure is very few and far between and WW has lowered the failure rate even further by adding the second bearing. When I built my first WW Corvair engine, I wired the dual points in complete separate systems, including a backup battery that was wired for just the essentials to make a safe POWERED landing. This system works well and can be tested separately when doing a run up. I have no reservations about WW's ignition system. I will fly anywhere with this engine. My first engine had a nitrated crank and has been inspected after 200 hrs. There was no cracks and it was returned to service.
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