Pilot DAR
27th Feb 2007, 12:57
Lesson learned the hard way, when starting the Schweizer 300, keep hand firmly on the throttle! Oops!
So now that I've learned my lesson, there's an aspect I don't quite understand, perhaps someone can help...
Thou shall not exceed 1600 engine RPM with the clutch not engaged, and if you exceed 2000 RPM, it's an MPI inspection of the input driveshaft.
The input driveshaft is a small shaft, splined on both ends, which connects the engine crankshaft to the input drive pulley. Presumably the spines allow the shaft to float, and allow for motion of the engine relative to the airframe (and input drive pulley). I understand that its is this freedom to move which creates the opportunity for unwanted motion at high RPM, and possible cracking of the shaft at the splines. As long as it is under the load of driving the rotors, this unwanted, potentially damaging, free motion does not occur.
The input drive pulley (as the output pulley) is supported by two ball bearings. It is not supported by the input driveshaft. Thus it is not the mass of input drive pulley, or tension load of the belts, preventing damage to the input driveshaft, only the drag of the rotor drive train. When the clutch is not engaged, the only load on the input drive pulley is that of it slipping under the loose drive belts.
So with no rotor drive train load on the input driveshaft, do not exceed 2000 engine RPM. On the ground, this is easy to visualize.
In flight, however, you're cruising along at 3100 RPM and enter autorotation. When you lower the collective, the freewheeling clutch disengages, and at that moment, the engine (now slowing down from 3100 RPM, but still well over 2000 RPM) is no longer connected to the rotor drive train. It's only turning the two pulleys (and idler) and belts.
How is this any less harmful to the input driveshaft? It's turning a lot faster, and for a much longer duration than the one second overspeed I caused, and all it's driving is the belts.
Any informative thoughts to complete this lesson would be appreciated. Oh, and the input driveshaft was fine when inspected.
Thanks, Pilot DAR
So now that I've learned my lesson, there's an aspect I don't quite understand, perhaps someone can help...
Thou shall not exceed 1600 engine RPM with the clutch not engaged, and if you exceed 2000 RPM, it's an MPI inspection of the input driveshaft.
The input driveshaft is a small shaft, splined on both ends, which connects the engine crankshaft to the input drive pulley. Presumably the spines allow the shaft to float, and allow for motion of the engine relative to the airframe (and input drive pulley). I understand that its is this freedom to move which creates the opportunity for unwanted motion at high RPM, and possible cracking of the shaft at the splines. As long as it is under the load of driving the rotors, this unwanted, potentially damaging, free motion does not occur.
The input drive pulley (as the output pulley) is supported by two ball bearings. It is not supported by the input driveshaft. Thus it is not the mass of input drive pulley, or tension load of the belts, preventing damage to the input driveshaft, only the drag of the rotor drive train. When the clutch is not engaged, the only load on the input drive pulley is that of it slipping under the loose drive belts.
So with no rotor drive train load on the input driveshaft, do not exceed 2000 engine RPM. On the ground, this is easy to visualize.
In flight, however, you're cruising along at 3100 RPM and enter autorotation. When you lower the collective, the freewheeling clutch disengages, and at that moment, the engine (now slowing down from 3100 RPM, but still well over 2000 RPM) is no longer connected to the rotor drive train. It's only turning the two pulleys (and idler) and belts.
How is this any less harmful to the input driveshaft? It's turning a lot faster, and for a much longer duration than the one second overspeed I caused, and all it's driving is the belts.
Any informative thoughts to complete this lesson would be appreciated. Oh, and the input driveshaft was fine when inspected.
Thanks, Pilot DAR