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josok-e(at)ukolo.fi
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 Posted: Thu Nov 16, 2006 10:38 am Post subject: Flying for Fun" accident |
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Hi Gary
Sorry about your accident, from which i can't recall hearing anything. Happy to see you survived it. There are several points in the message that i would like to have more clarification on, forgive me for asking dumb questions please. Started a new thread as well, to keep the subject of the previous line clean.
"dual drive belts as "Approved" then fill the cockpit with thick smoke before stopping the engine"
There is a firewall between the engine and the cockpit, how did the smoke enter the cockpit?
I have had one generator seizing on me, in a car, that is once in 43 years and 2 million miles. It had been screaming for weeks before it happened, did your generator freeze out of the blue sky?
Kind Regards,
Jos Okhuijsen
Visit - www.EuropaOwners.org
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belinda(at)gloverb.freese
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| Posted: Thu Nov 16, 2006 11:42 am Post subject: Flying for Fun" accident |
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Jos,
The Europa Mono has the combined flap/gear lever and brake lever holes cut
in the centre tunnel and poorly fitting stainless steel plate in front of
the centre tunnel through which the smoke arrived as if a smoke grenade had
gone off.
It was indeed literally an out of the blue failure almost in to the blue as
well since I thought at one point I might have to ditch in the sea at the
Seven estuary to put the smoke/fire out!
In hindsight the "Approved" installation had the normally reliable
Nippondenser alternator sat high aft in the cowls which proved too much for
the grease in the sealed bearing.
The fact that the water cooled intake manifold sat right behind it, the
swirl pot to the side, the electronic ignition heat sink radiator plates in
front and the remote oil tank radiating oil temperature straight on the
alternator pulley bearing also in front probably caused the overheat
failure.
The installation of the dual pulley added extra overhang loads to the
bearing and the cooling fan had to be removed to fit the dual pulley!!!!!!
You see I should have been offered an interview for the PFA airworthiness
engineers job after even if only to have the pleasure of turning it down! I
have been doing it anywhere here for some time without any pay or
recognition, someone has to.
Regards
Gary McKirdy
Hope that explains it
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grahamsingleton(at)btinte
Guest
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| Posted: Thu Nov 16, 2006 4:05 pm Post subject: Flying for Fun" accident |
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The N'Denso alternator is reliable if properly installed, so is the
Subaru engine, However, the NSI /Subaru conversion has a very poor
reliability record. The alternator failure was exactly the same as Bill
Wynne's it seems, it wasn't "out of the blue", imho it was just a
matter of time.
I haven't looked closely at the alternator placing but my understanding
is that the belt tension necessary to drive the alternator results in
bearing overload. IOWs bad engineering design.
The gear box (redrive) has a similar record, frequent failures due to
overheating but for different reasons. These Subaru installations were
aproved by PFA but without the benefit of hindsight. NSI marketing was
very seductive at the time. I doubt if they would be aproved now except
under "grandfather " considerations.
Graham
Belinda Glover wrote:
| Quote: | It was indeed literally an out of the blue failure almost in to the blue as
well since I thought at one point I might have to ditch in the sea at the
Seven estuary to put the smoke/fire out!
In hindsight the "Approved" installation had the normally reliable
Nippondenser alternator sat high aft in the cowls which proved too much for
the grease in the sealed bearing.
|
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gcrowder2
Joined: 09 Jan 2006
Posts: 136
Location: Golden, Colorado USA
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| Posted: Thu Nov 16, 2006 4:35 pm Post subject: Flying for Fun" accident |
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The problem with the dual pulley setup on this engine is that it is very
easy to put
too much tension in the belts. I was shocked to check my belt tension after
a
hot shutdown and found it was extremely tight. The engine expansion after
running up to temp tightens the belt severely. It must be set quite loose
to get
the right tension when hot. I have also heard of cracked alternator
brackets from
the same cause. Also, the internal alternator fan is there for a good
reason!
In addition, it is a good idea to run a blast tube to cool the alternator on
very
tightly cowled units. Very sorry to hear of this accident.
Glenn
| Quote: | From: Graham Singleton <grahamsingleton(at)btinternet.com>
Reply-To: europa-list(at)matronics.com
To: europa-list(at)matronics.com
Subject: Re: Flying for Fun" accident
Date: Fri, 17 Nov 2006 00:07:55 +0000
<grahamsingleton(at)btinternet.com>
The N'Denso alternator is reliable if properly installed, so is the Subaru
engine, However, the NSI /Subaru conversion has a very poor reliability
record. The alternator failure was exactly the same as Bill Wynne's it
seems, it wasn't "out of the blue", imho it was just a matter of time.
I haven't looked closely at the alternator placing but my understanding is
that the belt tension necessary to drive the alternator results in bearing
overload. IOWs bad engineering design.
The gear box (redrive) has a similar record, frequent failures due to
overheating but for different reasons. These Subaru installations were
aproved by PFA but without the benefit of hindsight. NSI marketing was very
seductive at the time. I doubt if they would be aproved now except under
"grandfather " considerations.
Graham
Belinda Glover wrote:
>It was indeed literally an out of the blue failure almost in to the blue
>as
>well since I thought at one point I might have to ditch in the sea at the
>Seven estuary to put the smoke/fire out!
>
>In hindsight the "Approved" installation had the normally reliable
>Nippondenser alternator sat high aft in the cowls which proved too much
>for
>the grease in the sealed bearing.
>
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