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From: "MICHAEL SILVIUS" <M.Silvius@worldnet.att.net>
To: "al p wick" <alwick@juno.com>,
	<flyrotary@lancaironline.net>
References: <20060805.065414.3780.7.alwick@juno.com>
Subject: Re: [FlyRotary] Fw: AeroElectric-List: Alternator failure quits engine
Date: Sun, 6 Aug 2006 10:49:48 -0400
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----- Original Message ----- 
From: "al p wick" <alwick@juno.com>


> I've never heard of bearing failure on any modern engine. Regardless of
> operating rpm. I suspect this is because of OEM engineers being so
> skilled at adding safety margin to each of the components.


Al:
By way of introduction let me say I am a lurker on the Rotary list (digest).
For now W/ an 88 13B in the garage collecting all the bits and pieces.

I have been following this discussion with interest as I had a similar event
take place. I was flying a Grumman Chetah about 15 years ago and had the
alternator seize up. The first indication we had was smell and then massive
amounts of smoke coming directly from behind the prop spinner. So much it
was necessary to slip the ac to be able to see forward. Any minute I
expected to see flames coming out under the instrument panel. Visions of
charred body parts ensued. The engine continued to run and fortunately we
were directly over an airport for a hurried and not very pretty landing. In
flight we could not tell what was the cause. I thought perhaps the
fiberglass cowl might have been on fire given the acrid smell. Only upon
landing and a hurried inspection did we note the toasted belt and seized
alternator. We were quite surprised that such a small piece of rubber could
create such a large amount of smoke, and though in our case not an engine
stopping event, in it self potentially a cause of fatal consequences.

Michael Silvius

Scarborough, Maine