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belinda(at)gloverb.freese
Guest

Posted: Wed Aug 02, 2006 2:40 pm Post subject: NSI Subaru owners please read.

Our recently rebuilt Europa G-BWCV is again in pieces after we put0 only 30 more  flying hrs on this engine to add to the 50hrs it had0 done in the hands of the previous owner. 

  

 We had just received the new full permit to fly when recently, heading0 for Lundy Island just South of Bristol Docks , the cockpit filled with0 smoke as if a smoke bomb had gone off and the engine stopped! I could not0 discern whether the smoke was electrical in origin but assumed as the engine had0 stopped it had to be.

  

 The cause and subsequent sequence of events has now been established.

  

 Alternator bearing seizure initiated dual rubber v-belt slip at the  crankshaft pulley. 

 In 2-3 seconds 50 cruise hp turned both rubber belts into smoke and0 vulcanised them instead of driving the now freewheeling prop (no flywheel effect0 to snap belts).

  

 The alternator was switched off immediately but to no benefit since  its load was not the issue.

  

 So instead of the crankshaft pulley driving the alternator, the alternator0 now seized was now driving the engine to a stop! A relatively minor  accessory failure had initiated a cascade of events equivalent or even0 worse than a major engine failure. 

  

 Ofcourse this should not happen should it?

  

 Little did I know I had become an involuntary test pilot!!!!!!!with an0 observer!!!!!

  

 The idea of a re-start attempt was not surprisingly quickly rejected.0 However, as I now know it would obviously have been a futile exercise, the0 engine stopped from 50hp running  so the starter did not have a0 chance.

  

 Two other aspects of this incident made for an extremely high0 workload.

  

 1. I had to switch off all electrics to prevent any further risk of smoke0 (if only to be able to see out for a forced landing) or worse still fire. This0 meant I lost the electric trim.

  

 This may appear a small thing but believe me, this meant the constant use0 of one hand flying the stick without feel and as a consequence one eye glued to0 the ASI. A workload I did not need at this time. Mechanical trim would have0 helped enormously.

  

 Try your practice forced landings in cruise trim to see what I0 mean. "It could be you."

  

 2. The other aspect which is a little more difficult to practice was the0 free wheeling prop. All practice forced landings to date had been with the0 engine at idle as is usual. In this condition increasing speed, by diving,0 increases engine rpm so the sprag clutch is effectively connecting engine and0 propeller like any other engine.

 When the engine stopped, I was quickly aware of an abnormally high rate of0 descent. The prop ran away like a wind generator in hurricane, the feel of the0 stick was abnormal due to the out of trim load and I think also the braking0 effect on the airflow over the tail.of the prop now in drag parachute0 mode.

  

 The location was far from ideal for a forced landing and with the high rate0 of descent meaning short time for descent we could easily have come off far0 worse especially since the area was well populated with power lines of different0 sizes forcing a late rejection of the primary field selection.

  

 Having taken the diagonal in anticipation of the limited field size We hit0 the far hedge in a 290 meter  30+ Celcius almost max gross with wind light0 and variable as the sea breeze was backing up the Severn valley. The near hedge0 incidentally was a 6 foot steep bank from a wide drainage canal. This,0 coupled with the unusual deck angle in the glide which only got worse of course0 when I put the coupled gear and flap down on the Mono, requiring an unusually0 long duration flare as if landing up hill, put our aiming point considerably0 before the actual touch down point so we were going to hit the hedge. The last0 trick I had up my sleeve from my cross country gliding days was to drop the gear0 in order to minimise the ground roll. This in retrospect, although it did no0 such thing, probably stopped us flipping upside down. I never considered  applying the brake but the wheel just keeps turning judging by our grass  marks.Which fortunately I was able to pace out having vacated the0 aircraft.

  

 I am giving a talk to Gloucester strut about the Europa rebuild and now0 have a new chapter.

  

 It is in the Aeros flying club building next Tuesday at 07.30 pm and would0 welcome anyone especially Subaru owners to come along.

  

 I still like the Subaru engine and would be happy to fly it again once0 this single point failure has been addressed. If the Europa flies again it will0 be called hedgehog!

- The Matronics Europa-List Email Forum -

Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:

http://www.matronics.com/Navigator?Europa-List

ptag.dev(at)tiscali.co.uk
Guest

Posted: Wed Aug 02, 2006 10:00 pm Post subject: NSI Subaru owners please read.

Hi! If I recall correctly the trim is supposed to be wired direct and so a separate circuit to the main electrical system for just such an event as you describe? Mine is as also is the electric clock since I remove the fuse whenever parked up for a long period to conserve battery power.  

Don’t know if a Subaru installation is different but can’t see why it needs to be?  

Regards  

Bob Harrison G-PTAG (Grounded for repair too!)  

     

Robt.C.Harrison  

  

   

-----Original Message-----

 From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Belinda Glover

 Sent: 02 August 2006 23:41

 To: europa-list(at)matronics.com

 Subject: NSI Subaru owners please read.  

     

Our recently rebuilt Europa G-BWCV is again in pieces after we put only 30 more  flying hrs on this engine to add to the 50hrs it had done in the hands of the previous owner.   

    

   

    

We had just received the new full permit to fly when recently, heading for Lundy Island just South of Bristol Docks , the cockpit filled with smoke as if a smoke bomb had gone off and the engine stopped! I could not discern whether the smoke was electrical in origin but assumed as the engine had stopped it had to be.  

    

   

    

The cause and subsequent sequence of events has now been established.  

    

   

    

Alternator bearing seizure initiated dual rubber v-belt slip at the crankshaft pulley.   

    

In 2-3 seconds 50 cruise hp turned both rubber belts into smoke and vulcanised them instead of driving the now freewheeling prop (no flywheel effect to snap belts).  

    

   

    

The alternator was switched off immediately but to no benefit since its load was not the issue.  

    

   

    

So instead of the crankshaft pulley driving the alternator, the alternator now seized was now driving the engine to a stop! A relatively minor accessory failure had initiated a cascade of events equivalent or even worse than a major engine failure.   

    

   

    

Ofcourse this should not happen should it?  

    

   

    

Little did I know I had become an involuntary test pilot!!!!!!!with an observer!!!!!  

    

   

    

The idea of a re-start attempt was not surprisingly quickly rejected. However, as I now know it would obviously have been a futile exercise, the engine stopped from 50hp running  so the starter did not have a chance.  

    

   

    

Two other aspects of this incident made for an extremely high workload.  

    

   

    

1. I had to switch off all electrics to prevent any further risk of smoke (if only to be able to see out for a forced landing) or worse still fire. This meant I lost the electric trim.  

    

   

    

This may appear a small thing but believe me, this meant the constant use of one hand flying the stick without feel and as a consequence one eye glued to the ASI. A workload I did not need at this time. Mechanical trim would have helped enormously.  

    

   

    

Try your practice forced landings in cruise trim to see what I mean. "It could be you."  

    

   

    

2. The other aspect which is a little more difficult to practice was the free wheeling prop. All practice forced landings to date had been with the engine at idle as is usual. In this condition increasing speed, by diving, increases engine rpm so the sprag clutch is effectively connecting engine and propeller like any other engine.  

    

When the engine stopped, I was quickly aware of an abnormally high rate of descent. The prop ran away like a wind generator in hurricane, the feel of the stick was abnormal due to the out of trim load and I think also the braking effect on the airflow over the tail.of the prop now in drag parachute mode.  

    

   

    

The location was far from ideal for a forced landing and with the high rate of descent meaning short time for descent we could easily have come off far worse especially since the area was well populated with power lines of different sizes forcing a late rejection of the primary field selection.  

    

   

    

Having taken the diagonal in anticipation of the limited field size We hit the far hedge in a 290 meter  30+ Celcius almost max gross with wind light and variable as the sea breeze was backing up the Severn valley. The near hedge incidentally was a 6 foot steep bank from a wide drainage canal. This, coupled with the unusual deck angle in the glide which only got worse of course when I put the coupled gear and flap down on the Mono, requiring an unusually long duration flare as if landing up hill, put our aiming point considerably before the actual touch down point so we were going to hit the hedge. The last trick I had up my sleeve from my cross country gliding days was to drop the gear in order to minimise the ground roll. This in retrospect, although it did no such thing, probably stopped us flipping upside down. I never considered applying the brake but the wheel just keeps turning judging by our grass marks.Which fortunately I was able to pace out having vacated the aircraft.  

    

   

    

I am giving a talk to Gloucester strut about the Europa rebuild and now have a new chapter.  

    

   

    

It is in the Aeros flying club building next Tuesday at 07.30 pm and would welcome anyone especially Subaru owners to come along.  

    

   

    

I still like the Subaru engine and would be happy to fly it again once this single point failure has been addressed. If the Europa flies again it will be called hedgehog!

- The Matronics Europa-List Email Forum -

Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:

http://www.matronics.com/Navigator?Europa-List

gcrowder2

Joined: 09 Jan 2006
Posts: 136
Location: Golden, Colorado USA

Posted: Thu Aug 03, 2006 5:17 am Post subject: NSI Subaru owners please read.

Hello Belinda!

  I am really sorry to hear of this unfortunate incident but am happy to 

hear of your

successful (mostly) off field landing.

  I run the Subaru engine as well and have been extremely happy with it 

although mine

has been highly modified for more power.   I no longer use the NSI redrive 

but still have

their dual belt alternator pulley setup.  I don't know if this applies to 

your situation, but

I have been warned not to get the alternator belt too tight as there are two 

of them

in parallel where the engine in the car only has one, putting twice as much 

strain on the

alternator bearing.  I have noticed that it is actually necessary to set 

them fairly loose as

when the engine is hot, all the aluminum in the engine expands a 

considerable amount,

tightening the belts significantly.  I couldn't believe how much until I 

checked the belt

tension right after a flight and they were incredibly tight.  I have been 

mostly concerned

with cracking the NSI alternator bracket which I have read some reports on, 

probably

due to the same overtightened belts.

  I had also heard of some seized alternators on NSI Kitfox installations 

some years ago

and had been warned to provide good cooling around the alternator.  I added 

a fairly

large reverse vent right behind the alternator to provide a good flow.  My 

alternator

does have its own internal cooling fan as well.

  I never considered that a seized alternator could stop the engine though.  

Thats

a tough one.  I'm thinking loosen the belts even more or just use one belt.  

That way

at least the engine could still turn.

  Sure hate to hear of your loss.   I really appreciate the incident report. 

  I sincerely

hope G-BWCV is repairable!



                                                Glenn

                                                Golden, Colo USA



 	  Quote: 	
		  From: "Belinda Glover" <belinda(at)gloverb.freeserve.co.uk>

Reply-To: europa-list(at)matronics.com

To: <europa-list(at)matronics.com>

Subject: NSI Subaru owners please read.

Date: Wed, 2 Aug 2006 23:40:51 +0100



Our recently rebuilt Europa G-BWCV is again in pieces after we put only 30 

more  flying hrs on this engine to add to the 50hrs it had done in the 

hands of the previous owner.



We had just received the new full permit to fly when recently, heading for 

Lundy Island just South of Bristol Docks , the cockpit filled with smoke as 

if a smoke bomb had gone off and the engine stopped! I could not discern 

whether the smoke was electrical in origin but assumed as the engine had 

stopped it had to be.



The cause and subsequent sequence of events has now been established.



Alternator bearing seizure initiated dual rubber v-belt slip at the 

crankshaft pulley.

In 2-3 seconds 50 cruise hp turned both rubber belts into smoke and 

vulcanised them instead of driving the now freewheeling prop (no flywheel 

effect to snap belts).



The alternator was switched off immediately but to no benefit since its 

load was not the issue.



So instead of the crankshaft pulley driving the alternator, the alternator 

now seized was now driving the engine to a stop! A relatively minor 

accessory failure had initiated a cascade of events equivalent or even 

worse than a major engine failure.



Ofcourse this should not happen should it?



Little did I know I had become an involuntary test pilot!!!!!!!with an 

observer!!!!!



The idea of a re-start attempt was not surprisingly quickly rejected. 

However, as I now know it would obviously have been a futile exercise, the 

engine stopped from 50hp running  so the starter did not have a chance.



Two other aspects of this incident made for an extremely high workload.



1. I had to switch off all electrics to prevent any further risk of smoke 

(if only to be able to see out for a forced landing) or worse still fire. 

This meant I lost the electric trim.



This may appear a small thing but believe me, this meant the constant use 

of one hand flying the stick without feel and as a consequence one eye 

glued to the ASI. A workload I did not need at this time. Mechanical trim 

would have helped enormously.



Try your practice forced landings in cruise trim to see what I mean. "It 

could be you."



2. The other aspect which is a little more difficult to practice was the 

free wheeling prop. All practice forced landings to date had been with the 

engine at idle as is usual. In this condition increasing speed, by diving, 

increases engine rpm so the sprag clutch is effectively connecting engine 

and propeller like any other engine.

When the engine stopped, I was quickly aware of an abnormally high rate of 

descent. The prop ran away like a wind generator in hurricane, the feel of 

the stick was abnormal due to the out of trim load and I think also the 

braking effect on the airflow over the tail.of the prop now in drag 

parachute mode.



The location was far from ideal for a forced landing and with the high rate 

of descent meaning short time for descent we could easily have come off far 

worse especially since the area was well populated with power lines of 

different sizes forcing a late rejection of the primary field selection.



Having taken the diagonal in anticipation of the limited field size We hit 

the far hedge in a 290 meter  30+ Celcius almost max gross with wind light 

and variable as the sea breeze was backing up the Severn valley. The near 

hedge incidentally was a 6 foot steep bank from a wide drainage canal. 

This, coupled with the unusual deck angle in the glide which only got worse 

of course when I put the coupled gear and flap down on the Mono, requiring 

an unusually long duration flare as if landing up hill, put our aiming 

point considerably before the actual touch down point so we were going to 

hit the hedge. The last trick I had up my sleeve from my cross country 

gliding days was to drop the gear in order to minimise the ground roll. 

This in retrospect, although it did no such thing, probably stopped us 

flipping upside down. I never considered applying the brake but the wheel 

just keeps turning judging by our grass marks.Which fortunately I was able 

to pace out having vacated the aircraft.



I am giving a talk to Gloucester strut about the Europa rebuild and now 

have a new chapter.



It is in the Aeros flying club building next Tuesday at 07.30 pm and would 

welcome anyone especially Subaru owners to come along.



I still like the Subaru engine and would be happy to fly it again once this 

single point failure has been addressed. If the Europa flies again it will 

be called hedgehog!

- The Matronics Europa-List Email Forum -

Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:

http://www.matronics.com/Navigator?Europa-List

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