Gevers Aircraft, Inc. * GENESIS *
Redundancy has been designed in so that critical components are minimized.
The most common critical failure modes in light general aviation aircraft have been eliminated in this design. In some systems, the Genesis has slightly more total components than the conventional design, but in all cases the number of critical components has been drastically reduced if not totally eliminated. The most common critical components are discussed below:
- Landing gear components on the Genesis are not considered critical since the main gear is on the centerline of the aircraft. Failure of these components do not cause immediate and violent loss of directional control as does either of the two main gear on a conventional aircraft. The outriggers are only for maintaining the aircraft in a level attitude (side to side) at taxi speeds. Failure of either outrigger does not constitute a directional stability hazard.
- Engine components are not considered critical in the Genesis design since the overrunning clutches and gearbox allow the "good" engine to automatically power both propellers.
- The clutches are not critical since their failure modes are to either lock in the engaged condition or to slip, neither of which constitute a directional stability problem.
- The gearbox components are not critical since they are not in use during normal operation. No power is transmitted through the gearbox gears unless an engine is shut down.
- Engine mounts are not critical in the Genesis design since the engines are in the fuselage and do not support the propellers. The drive pulleys are supported by their own bearings. The Genesis engine mounts are not likely to fail since prop imbalance does not fatigue the mounts as in conventional designs.
- The propeller blades are not critical since a serious imbalance (loss of a blade) would separate the propeller mount arm at a design break point, thereby allowing the damaged prop to be thrown free and not take an engine with it.
- The drive belts are not critical since there are three belts in parallel between each set of pulleys. Any drive belt can fail and the other two in the set are capable of handling the load. The three belts in any set are separated by partitions which prevent a failed belt from becoming entangled with any other belt.
- The high reliability of drive belts is well known. Failures of these components occur from misalignment, contamination, and shock loads. Alignment and lack of contamination are guaranteed by our design. And if shock loads occur (prop striking an object), we want the belt to fail rather than the engine. Belts in a properly designed system will last longer than the engine overhaul time (and will be replaced at overhaul).
- The wing extension system is redundantly actuated and has no critical components other than the structure itself, which in cruise, is much stronger than conventional designs . The extension/retraction mechanism is a simple system of cables. Redundancy is built in so that failure of any cable does not hinder safe operation.
- The extension ailerons are always actuated in unison with the fixed wing ailerons, whether extended, retracted, or in transition. The actuation is also a simple cable system. The aircraft can be taken off and landed with the wings extended, retracted, or partially extended.
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