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  2. Sudden Engine Stoppage

Re: Sudden Engine Stoppage

quickieaircraft
 

Let's look at the most likely items damaged in a propstrike, in order of decreasing severity

(a) crank is cracked

(b) crank is bent

(c) either of the main gears damaged

(d) camshaft damage

(e) case cracking 

(f) valve damage.



In the 60's, dialing the flange was considered sufficient. However, that catches only (b), though (f) is easily added to the inspection. 

For certified A/C, a teardown is required. Lycoming requires this via A/D because there are some accessory drive mechanisms that can slip (bolted on gear), while Continental only has a SB.

Teledyne Continental Motors Service Bulletin SB-96-11

Lycoming AD 2004-10-14C


Mitigating factors:

Propstrike severity goes something like: metal, wood, composite. The composites are the most benign because they shatter and dissipate energy.  In all likelihood, you won't find anything wrong.


Since it's experimental, you get to decide what your level of risk tolerance is.  <Unsolicited opinion follows> My opinion is that this being a 2-place aircraft makes a difference here because you have to consider what the passenger's risk tolerance will be. I'm betting if Sandy reads this thread, you're doing that teardown.  The cost is usually covered under insurance, so...why not do it?  </end opinion>


I'll leave this one here, too.

http://dms.ntsb.gov/pubdms/search/hitlist.cfm?docketID=49607&CFID=74675&CFTOKEN=84327854


Emron

Tri Q200. 



--- In q-list@..., <jnmarstall@...> wrote:

In that case, throw a revmaster prop on it and let-er go.  (may want to clip that right canard the same length as the left one so you don't fly in circles.
On 9/8/2013 10:42 PM, Sam Hoskins wrote:
 

Correction: I only run the engine at 3,150.

Sam

Sent via wireless gizmo.

On Sep 8, 2013 9:39 PM, "jnmarstall" <jnmarstall@...> wrote:
 

If Sam only flew his Q on Sundays to church and back, maybe, just maybe a only a dial check would be necessary.  But taking into consideration that Sam doesn't fly his Q like the rest of us; instead for hours at 3200rpm and 500'agl, I would sure feel better if he tore it down for a peek-see.
Jerry

On 9/8/2013 4:28 PM, Sam Hoskins wrote:
 
I just posted this on the Q-200 Engine list.

---------- Forwarded message ----------
From: Sam Hoskins <sam.hoskins@...>
Date: Sun, Sep 8, 2013 at 3:26 PM
Subject: Sudden Engine Stoppage
To: Q-200 Engine Group <Q-200_Engine_Group@...>


So as you may have seen, I had a sudden engine stoppage.  You can see the pictures here: www.samhoskins.blogspot.com

I downloaded the Dynon data and it seems to indicate the engine was turning about 650 RPM, though I really doubt it was that low. It was probably more like 800-1,000 RPM, since we were still moving pretty good when the canard broke.

I have a Catto composite prop and one blade took the entire hit, meaning it stopped NOW. There was no gentle deceleration, there was no mud on the other blade.

I immediately assumed I would tear it down and have it thoroughly inspected, by an experienced shop, for any damage.  Remember, just putting a dial indicator on the crank flange doesn't tell the whole story. Think of all the internal rotating parts that instantly stop.  The pistons, connecting rods,gears and magneto.

So, as of today, I am planning the teardown.  I would appreciate any other voices of experience out there to convince me it is not needed.

BTW - here are a few articles about sudden engine stoppage:






Thanks.

Sam
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