![]() |
YIKES!!
:eek::eek::eek: Glad it turned out so well! New name for your ride: "Gunslinger" :p |
Quote:
RHill |
prop
A few answers to questions the counter weights were installed at o/h 51 hrs TT on them the engine I purchased to o/h did not have them installed I wanted them installed because I was running high compression pistons .I used a SJ cowling so the spacer was needed with the Hartzell BA prop .The nose of the cowling was destroyed as the prop contacted the front of it and the ring gear came out the front and went under between the landing gear.Oil covered the windscreen so forward visablity was limited only able to see out side of Canopy .The spacer had its on set of bolts and the prop bolts into lugs built into the spacer the spacer bolts were broken off in the crank flange .A couple hrs before the prop departed I noticed a slight vibration in the wing tips on roll out after landing so I took the tailwheel off and checked it. On the flight before it came off when I pulled power back to land it sounded rough like fouled plugs so I done a run up after landing and checked good on the next flight the prop departed when I pulled back to idle to decend . It was talking to me before it happened I just did not know what it was saying.Why it happened I have a few ideas but I can't say for sure unless the prop is found.
Bob |
add on topic drift
Just to drift a bit... my engine builder claims that the way most pilots are taught to cycle their prop during run up is hard on counterweights.
A DEEP, then repeated cycle of the prop is not good practice according to Jay. He has built overhauled engines most of his long career. A quick pull of the prop control to hear a slight change, and you are done. That and the advice to check mags before top of descent, are both counter to common CFI lore. But, they seem to be coming from those who have thought it through. |
Quote:
|
What would the prop cycling recommendation be for a new build with a new engine and new prop? (in this case, Lycoming factory O-360-A1F6 counterweighted engine, Hartzell C/S compact hub prop with 7666 blades)
|
Quote:
Back to the prop exiting the aircraft, great job flying the aircraft!!!! You are certainly a very lucky guy. This is one reason I like to stay away from "non-standard" installations, no desire to be a test pilot. A sabre prop extension with a CS just looks like trouble to me. If you need the extension the Hartzell extended hub would be the "preferred" way to go. |
Quote:
I have the Hartzell composite prop + the 2.5" Saber space (not flying yet). I have mine hand tight on the crank and it would be easy to forget to torque the bolts. One indicator of torsional slippage on the crank flange would be fretting between the aluminum hub and the steel crank. In determining the safety of this extension, I was referenced the many many extensions used with heavier props, longer extensions and high g loading in aerobatic and racing applications. I have not been on VAF forever, but this is the first failure noted on this extension. Sharing your experience would be greatly appreciated. |
| All times are GMT -6. The time now is 05:08 AM. |