Today's Message Index:
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1. 03:59 PM - Engine out over KOCF (Bob-tcw)
2. 04:49 PM - Re: Engine out over KOCF (Dave Saylor)
3. 05:09 PM - Re: Engine out over KOCF (Bret Smith)
4. 05:39 PM - Re: Engine out over KOCF (Tcwtech)
5. 08:24 PM - Re: Engine out over KOCF (Dick & Vicki Sipp)
Message 1
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| 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
Message 2
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| Subject: | Re: Engine out over KOCF |
Great work, Bob. 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@tcwtech.com> wrote:
> Fellow RV=99s,
>
> Monday afternoon at 7000 ft. right over KOCF on our way to Sun-n-Fun I ha
d
> the opportunity to put all that engine-out training to work. The good new
s
> 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 o
n
> others building or flying RV's.
>
> Root cause of the engine failure was that the filtered airbox came off th
e
> throttle body, wedged under the intake portion of the throttle body and
> disrupted the airflow through the metering venturi. This caused the mixtu
re
> 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 aluminu
m
> clamping doughnut to retain the filtered airbox assembly. This system doe
s
> 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 thes
e
> 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 the
se
> 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 Performanc
e
> fuel injection system with a vertically mounted fuel servo you take a loo
k
> at your installation and consider adding some securing means to ensure th
is
> thing can't come apart on your airplane. They key issue is that disruptin
g
> 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
>
>
Message 3
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| 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
-----Original Message-----
From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-server@matronics.com] On Behalf Of Bob-tcw
Sent: Friday, April 4, 2014 6:58 PM
Subject: RV-List: 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
Message 4
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| Subject: | Re: 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@tds.net> wrote:
>
> 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
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-server@matronics.com] On Behalf Of Bob-tcw
> Sent: Friday, April 4, 2014 6:58 PM
> To: rv-list@matronics.com
> Subject: RV-List: 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
>
>
>
>
>
>
>
>
>
>
Message 5
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| Subject: | Re: Engine out over KOCF |
Great job Bob! Thanks for the report.
Dick Sipp
RV-10 535 hours
-----Original Message-----
From: Bob-tcw
Sent: Friday, April 04, 2014 6:58 PM
Subject: RV-List: 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
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