Today's Message Index:
----------------------
1. 04:19 AM - Re: Re: Manual Trim Wheel (Kayberg@AOL.COM)
2. 04:33 AM - Re: Re: Elevator trim (Kayberg@AOL.COM)
3. 11:20 AM - Lesson Plan for Aircraft System Failures Including Primary Flight Control Failures (Brian Whittingham)
4. 12:07 PM - Re: Lesson Plan for Aircraft System Failures Including Primar... (Kayberg@aol.com)
5. 05:01 PM - Re: Elevator trim (Colin J. Kennedy)
6. 05:46 PM - Re: Re: Manual Trim Wheel (N1BZRich@AOL.COM)
7. 06:34 PM - No luck with AOPA (Charles Dewey)
8. 06:51 PM - Buz (Brian Whittingham)
9. 07:33 PM - Re: Re: Manual Trim Wheel (Jim Langley)
Message 1
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| Subject: | Re: Manual Trim Wheel |
In a message dated 10/3/2007 9:37:07 PM Eastern Daylight Time,
dashvii@hotmail.com writes:
Also, if anybody is interested I have a CFI lesson plan that I came up for
PRIMARY systems failures. Now probably none of you will ever have any of
these kinds of failures in a lifetime of flying unless you get shot at or fly
at
high G a lot, but even primary control failures are very survivable. I
didn't come up with this stuff, just read through various articles and about
90-100 pages of info about these situations. They were written mostly by well
known aerobatics champs. (think about that, really twitchy planes, full span
ailerons, and landing them safely) I know that Nick probably has seen and
prepared for all of this, Buzz has done a lot of the same.
Can you post it?
At the recent event in Shelbyville, I mentioned that it would be nice to
have.
Doug Koenigsberg
Message 2
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| Subject: | Re: Elevator trim |
In a message dated 10/3/2007 7:04:53 PM Eastern Daylight Time,
rickss@verizon.net writes:
Interesting that you mentioned the manual trim wheel. When I went up to
Green Landings for a demo flight with Ryan, we both agreed that we would like
a
manual trim wheel, too....well I should speak for Ryan, but I would like it
-Rick
It wouldnt be a trim wheel, because trim wheel mechanics would be a pain,
but why not an RV-style trim?
The just use a vernier throttle cable. It would allow for rough or fine
trim. Should be easy to install once you determine the length. Light and
simple.
doug koenigsberg
Message 3
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| Subject: | Lesson Plan for Aircraft System Failures Including Primary |
Flight Control Failures
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Message 4
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| Subject: | Re: Lesson Plan for Aircraft System Failures Including |
Primar...
Thanks for the email, but it came through in a very difficult to deal with
manner. All in a single paragraph!
Could you send it as an attachment?
doug koenigsberg
Message 5
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This we gotta see a picture of Johnny!
Particularly the canopy latches. Please.
Colin K.
OK
-----Original Message-----
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of Johnny
Thompson
Sent: Thursday, October 04, 2007 12:35 AM
Subject: Re: Lightning-List: Elevator trim
--> <testpilot@wildblue.net>
I have installed a different latching system that connects to 4 points and
door handles ( not completed yet). I can lock the aircraft up on one or both
sides on the canopy but you can still get into the aircraft to take what you
want with one blow of a hammer, and they do that. The main purpose of the
new latches was: 1. To make the canopy seal better and not move during
flight.
2. Had some old parts around and had nothing
to do for a month. I will say if you are going to modify your canopy latch
it is much easier to do it before the glass goes on. It is a lot of trouble
and extra cost so think about it. Me, I was bored so I did it.
I am finally near the end of the build, Started in January and took my time
making lots of changes, most of them costing me weight and amps. Hope to get
the Inspection in the about 30 days. I would like to hear what changes
people have been making on their Ligntnings. Here are some of the changes I
have made and items I have added.
Modified new type seat pans, built tilting seat backs with headrest,
installed 5 point seat belts with inertia locking reels. New canopy lock
system. Installed eng pre-oiler, parking brakes and sound proofing.
Dual throttle, larger control sticks (1-1/8") to fit some old cobra (AH1G)
grips I had. Can work flaps, trim, autopilot, change freq and swap radios
from the grips Put an airspeed limit switch on the flaps, automatic trim
with flap change
(FPS) Set up flaps for six positions. Set circuit breakers on removable
panels for maintenance. Full IFR, night, etc. I will do dynamic balancing.
As for the Paint and upholstery, well all I'll say is it is different and I
am having fun at 60. All this in a light sport.
Now I start weighing. Pray for me!!!!
This has been a fun build, people at Lightning have been great. Greg Hobbs
was great to work with and Crystal Hobbs really knows how to cook.
Johnny Thompson N8WN Tucson area
----- Original Message -----
From: "Charles Dewey" <cdewey6969@yahoo.com>
Sent: Wednesday, October 03, 2007 7:51 AM
Subject: Re: Lightning-List: Elevator trim
> --> <cdewey6969@yahoo.com>
>
> Let me know what you come up with for a super secure
> canopy latch. It would be nice to know you could fly
> the Lightning to Mexico and not worry aout getting
> your electronics ripped off. charles
> --- Jim Langley <pequeajim@gmail.com> wrote:
>
> > Has anyone installed a manual elevator trim wheel,
> > (like the one used in the
> > RANS) in their Lightning?
> >
> > I'm not a big fan of electric trim motors as I never
> > seem to get the right
> > "feel" when setting the trim. One thing I always
> > liked about the Cessna is
> > the manual trim wheel and the fact that you can get
> > a very fine resolution
> > with it as opposed to using a trim motor.
> >
> > I was thinking of buying the RANS trim setup and
> > installing it later.
> >
> > Same thing with the canopy latch. We're installing
> > the stock system, but
> > then I will modify it later afer the aircraft is
> > flying.
> >
> > Jim!
> >
>
>
> Pinpoint customers who are looking for what you sell.
> http://searchmarketing.yahoo.com/
>
>
Message 6
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| Subject: | Re: Manual Trim Wheel |
In a message dated 10/3/2007 9:37:07 P.M. Eastern Daylight Time,
dashvii@hotmail.com writes:
Did you guys get any training on control systems failures in the Air force
Brain,
Have not had a chance to read your lesson plan yet, but to answer your
above question - yes we did have a training plan for control system failure -
it was called an ejection seat. The thinking was that combat pilots were
worth more than a fighter aircraft. (However with today;s cost of an F-22 that
thinking might have changed - just kidding.) In reality we had lots of back
up systems built into the fighter's design to make them more survivable.
Three hydraulic systems in the F-4 was one example, two engines was another
example, foam in the fuel tanks, a ram air turbine for temp electrical power
if
you lost both generators, etc. Believe me, the F-4, which we lovingly called
"double ugly" or the "rhino", could "take a licking and keep on ticking".
In my 351 combat missions it got me back to home plate many time after having
major battle damage and/or on one engine. Once with a hole in the right
wing that you could stand in.
There was one situation that we were trained in that had to do with
failure of both hydraulic systems that powered the stab. When you lost both of
these, the airplane would pitch up (better than a pitch down, especially if
you are on a low level ingress at something like 540 kts.). If that happened
to you, and you still had the third hydraulic system that powered the rudder,
it was possible to "roll off" to 90 degrees of bank to get the nose to fall
back down from the extreme pitch up to somewhere below the horizon. After
that use opposite rudder to go back to wings level and the resulting climb
again. Do this maneuver enough times, varying left or right to get some sort
of
heading you are looking for and hopefully you get out of North Vietnam to
"feet wet" where you could eject and have the Navy or one of the choppers pick
you up. It saved several F-4 crews that would have otherwise spent time as
POWs.
Having said all the above, for general aviation situations, the real
thing that will save you (and your passenger) is being ready for the flight you
are about to take. That simple statement really covers a lot of items -
proper maintenance of the airplane, proper preflight of the airplane, proper
flight planning to include contingencies and any weather considerations, being
current and proficient for the flight, weather, and airplane you are about to
fly, flying the mission so you always have an "out" or back up plan, and
remembering three things to do in any in-flight emergency. Those three things
in
the proper order are:
1- Maintain aircraft control,
2- Analyze the situation and then take appropriate action,
3- Land as soon as practicable.
Blue Skies,
Buz
Message 7
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| Subject: | No luck with AOPA |
Just wanted to let everyone know aopa insurance
services don't underwrite insurance for the us virgin
islands and couldn't recommend me to anyone. Still
trying to figure out what to do as that is where I
will be living and it sure would be nice to have my
Lightning there. is anyone else out there in odd
places in the world having troule getting insurance?
Charles
--- Brian Whittingham <dashvii@hotmail.com> wrote:
>
> Doug, Laurrie, any others interested,I have made
> this CFI lesson plan to be generic or non-aircraft
> specific. I don't have 20,000 hours in aircraft, but
> this was stitched together from various publications
> by many pilots who did. I would imagine that there's
> over a million hours of combined experience in this
> document! Check it out, see what you think.
> Hopefully I have minimized gramatical errors. I have
> references to personal experiences in there that
> might not be fleshed out as I tell them from memory.
> I haven't finished it all, as you can see there are
> a few through the list that I haven't posted
> anything under, and last 10 topics or so on survival
> equipment and survival in different environments
> isn't finished. I have about 58 pages of text to
> reduce down and make something useful out of when I
> get around to it. Maybe someday this will help
> somebody out, Brian W.Reference AC 61-67C Stall &
> Spin Awareness"Don't drop the aircraft in order to
> fly the microphone = Aviate, Navigate,
> Communicate"Rule one: No matter what else happens,
> fly the airplane." = You are allowed to break any
> regulation needed in order to make a safe landing.
> If it comes down to it, you may have to sacrifice
> Navigation and Communication in order to crash into
> the softest thing possible."Fly it until the last
> piece stops moving." = The flight isnt over until
> the prop stops moving, the aircraft is at rest, and
> the aircraft secured."If you're faced with a forced
> landing, fly the thing as far into the crash as
> possible." - Bob Hoover = Never give up! Flying,
> under control, into a brick wall is better than
> letting the aircraft loose control even for one
> second in an emergency. Engine Failure, 3 Ss:
> Speed--Spot--Set-up: Establish best glide Speed
> without delay. Select and head toward a suitable
> landing Spot. If time and altitude permit, Set-up
> for the landing by configuring the airplane
> according to the operating handbook. If you're
> landing off-airport, don't forget to prepare the
> airplane so you can get out of it once it's on the
> ground. Consider opening or even jettisoning the
> door or canopy prior to landing.Before Beginning a
> Maneuver: FOUR A's - Altitude, Articles, Aircraft,
> Airspace: Be sure you have enough Altitude to begin.
> Factor in the maneuvers to be flown, your current
> level of proficiency and physical conditioning, and
> an adequate safety factor. Verify that all loose
> Articles are secure--this includes windows, doors,
> canopies, and occupants! Verify that the Aircraft is
> configured properly--mixture, switches, engine
> instruments, carburetor heat/alternate air, flaps.
> Clear the Airspace for other traffic and make sure
> you're complying either with the provisions of FAR
> 91.303 or a waiver for the area.Best Defense The
> old adage of the best defense is a good offense when
> were talking about aircraft emergencies holds
> true The right mindset and the right training
> will generally allow for an uneventful landing that
> may have otherwise resulted in a fatal accident.
> Let's face it, sitting on the ground is the time to
> figure that out because if you haven't thought about
> it before it happens you may not be in any mental
> condition to rationally consider your options.
> TAKE PREFLIGHT SERIOUSLY! Really check the
> controls to make sure that they move freely and in
> the proper direction. Listen and feel for anything
> unusual such as binding or scraping Be sure that
> everything in the cockpit is stowed away in an
> orderly place so that in an emergency, you wont
> be looking for that map, so that in the event of
> turbulence you dont have something hit you in the
> head or eye, and so that nothing is rolling around
> that could jam the controls Put down the flaps
> and, if they're electrically actuated, listen to the
> motor as they extend and retract. If the flap motor
> is struggling on the ground, it's likely to have
> real problems when it must overcome the aerodynamic
> pressure of the relative wind. If they are manually
> operated make sure that they both extend as
> commanded and that there is no binding or abnormal
> resistance. Don't panic. Do fly the airplane!
> Use the 3 prong strategy in an emergency, your
> training will take over, but may times your initial
> instinct will be the wrong action to take, so take
> your time.1. Do Nothing2. Think3. Act When I take
> off, I assume I'm going to have to abort. If you put
> yourself in that mind state, you're ready for things
> to happen. Pilots should use the quiet moments
> during flight to ask themselves the what-if
> questions where would I put down if my engine
> failed? What would I do if my rudder jammed? I
> constantly asked myself, where I would put down if
> the engine failed, what if my aileron jams at this
> point. I would takeoff using a Vy climb to put me in
> a better position if my engine failed on takeoff. I
> often use a short field takeoff. I often do a full
> power off approach from downwind so that Id have
> a feel that I could make it if my engine failed on
> landing. Delivering aircraft, or flying cross
> country, I would mentally plan to land at the next
> airport each time in case the weather was getting
> bad, never forgetting to turn back to the last if
> the weather was getting worse ahead. I also
> constantly updated weather for the next point in
> question. In addition I picked out fields along the
> way to land in if I had to at that exact moment in
> time and couldnt make it back to an
> airport.Communications Failure Are your comm
> switches set in the right positions? Is the
> volume up? Do you hear yourself when you try to
> transmit? Check your headset plugs to see if
> theyre all the way in and not corroded Switch
> headset or mic Try speaker mode Switch to comm
> 2 Check to see if your battery is discharging or
> see if your alternator is working. If on IFR
> flight plan but not IMC, land at nearest VFR
> airport; stay VFR Squawk 7600, transmit
> intentions in the blind Use AVE-F if in
> IMC, Assigned, Vectored, Expected, FiledTransponder
> Failure Check to make sure that it is in the
> correct position (alt) Does the interrogation
> light illuminate? Recycle it power off, power
> on Try switching through different codes and then
> back to your original (take care to avoid codes such
> as 7500, 7600, 7700, and 7777) Hit the faceplate
> (no really, this is in some POHs, and
> works!)Doors Opening In Flight or seatbelt stuck in
> door Maintain control of aircraft, fly the
> plane When at a safe altitude, slow the aircraft
> down and push out on the door followed by pulling it
> in and trying to latch it If this doesnt work,
> make a normal landing and worry about it on the
> groundPitot-Static Failures Pitot static failures
> can come from a number of things such as ice, bugs,
> breaks in system lines, tape over static ports
> during painting or washing planes, etc. A good
> preflight will help make sure that these systems
> arent clogged on the ground. During the
> takeoff roll, make sure the airspeed is coming alive
> and gauges are in the green. Ask yourself if the
> airspeed feels right. If the airspeed isnt
> coming up fast enough, abort. In flight if you
> have a failure, try to determine the cause. An
> clogged pitot tube will cause the airspeed to drop
> to zero while a clogged pitot and static will cause
> the airspeed to work as an altimeter, giving reverse
> expectations such as increasing speed in climb and
> decreasing in descent. The sounds of the air outside
> should be clues to whether youre actually
> increasing or decreasing in speed. A blocked static
> port only will cause the Altimeter to freeze while
> the airspeed will overreport values. When
> dewpoint and temperature are close together, if the
> humidity is high, even if the temperature is not at
> freezing, the pitot can pick up ice. If equipped,
> turn on the pitot heat. (note, if also having
> alternator issues, this can drain the battery which
> may be used for flaps, lights, gear, etc. depending
> on aircraft. Use good judgment. If equipped and have
> to use pitot heat while discharging battery, drain
> backup battery first) Switch to alternate static
> source if equipped, using POH to determine altitude
> error. If not equipped, breaking the glass on a VSI
> can act as an alternate static source. When
> landing with inaccurate airspeed, ask yourself if it
> feels right. Use clues such as RPM increasing
> in descents and wind noise outside. Carry extra
> airspeed in landing and use full recommended flaps
> to lower stall speed. Consider a straight in
> approach and be sure to be established with
> attitude, configuration, and rpm set with plenty of
> altitude. This will fix your airspeed within a
> certain speed range and provide some additional
> protection. GPS Failure In this day and age we
> have come to rely on the GPS too much Fly every
> flight as though you were going to dead reckon the
> entire way. Use other navigation aids, be sure
> to identify station if using VOR or NDB systems
> It has been said that many aircraft in the future
> may go back to using LORAN as a backup for GPS, and
> may become integrated into the system so that you
> know that your GPS has lost integrity and went into
> LORAN mode. This essentially works like a GPS.
> Use the GPS as you would a VOR, noting distances
> from various airports or identifying marks. Mentally
> overlay this on a Sectional, possibly making updated
> marks on the Sectional along with noting the time.
> If the unit fails, calculations can be made for
> speed time and distance to find your way. Dual
> GPS units will allow for a malfunction of one
> system, but not a loss of satellite signal
> integrity If you loose a minimal amount of
> satellites, the system will eventually come back,
> but in the meantime you navigate by other means
> Dont be too proud to ask ATC for help with a DF
> SteerAHRS Failure Check that AHRS Circuit
> Breakers are in Use standby instruments If in
> a cloud and have the ability, used a timed 180
> degree standard rate turn If attempting a reset
> in
=== message truncated ==
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Buz,
Lots of wisdom in your statements. If it's okay with everybody I prefer to
learn as much as possible from you folks who have been there and done that and
lived to tell about it!
Thought about you today, looked up in the sky and saw a huge fighter! It was the
first F-4 that I've seen in flight and was about a mile away at Ellington turning
base in the pattern. I swear I could smell the spent jet fuel from here!
Tomorrow I'm going to go sit at the end of the runway and watch the practice
for the Wings Over Houston airshow going on this weekend. Going to try out
my new 200mm VR lense on my camera. Hoping to get a good shot of the USAF Heritage
flight on Sunday. F-4, F-15, P-51, and P-47, and then the Navy Heritage
flight of an F-18E and Hellcat. Hopefully I can manage to get a good view of
the F-4 flying over my head on landing tomorrow! If the weather is good and
I get any spectacular shots of the F-4 I'll send em. Brian W.
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| Subject: | Re: Manual Trim Wheel |
Buz:
Spoken just like my brother who was an F4 pilot.
_____
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of
N1BZRich@aol.com
Sent: Thursday, October 04, 2007 8:46 PM
Subject: Re: Lightning-List: Re: Manual Trim Wheel
In a message dated 10/3/2007 9:37:07 P.M. Eastern Daylight Time,
dashvii@hotmail.com writes:
Did you guys get any training on control systems failures in the Air force
Brain,
Have not had a chance to read your lesson plan yet, but to answer your
above question - yes we did have a training plan for control system failure
- it was called an ejection seat. The thinking was that combat pilots were
worth more than a fighter aircraft. (However with today;s cost of an F-22
that thinking might have changed - just kidding.) In reality we had lots of
back up systems built into the fighter's design to make them more
survivable. Three hydraulic systems in the F-4 was one example, two engines
was another example, foam in the fuel tanks, a ram air turbine for temp
electrical power if you lost both generators, etc. Believe me, the F-4,
which we lovingly called "double ugly" or the "rhino", could "take a licking
and keep on ticking". In my 351 combat missions it got me back to home
plate many time after having major battle damage and/or on one engine. Once
with a hole in the right wing that you could stand in.
There was one situation that we were trained in that had to do with
failure of both hydraulic systems that powered the stab. When you lost both
of these, the airplane would pitch up (better than a pitch down, especially
if you are on a low level ingress at something like 540 kts.). If that
happened to you, and you still had the third hydraulic system that powered
the rudder, it was possible to "roll off" to 90 degrees of bank to get the
nose to fall back down from the extreme pitch up to somewhere below the
horizon. After that use opposite rudder to go back to wings level and the
resulting climb again. Do this maneuver enough times, varying left or right
to get some sort of heading you are looking for and hopefully you get out of
North Vietnam to "feet wet" where you could eject and have the Navy or one
of the choppers pick you up. It saved several F-4 crews that would have
otherwise spent time as POWs.
Having said all the above, for general aviation situations, the real
thing that will save you (and your passenger) is being ready for the flight
you are about to take. That simple statement really covers a lot of items -
proper maintenance of the airplane, proper preflight of the airplane, proper
flight planning to include contingencies and any weather considerations,
being current and proficient for the flight, weather, and airplane you are
about to fly, flying the mission so you always have an "out" or back up
plan, and remembering three things to do in any in-flight emergency. Those
three things in the proper order are:
1- Maintain aircraft control,
2- Analyze the situation and then take appropriate action,
3- Land as soon as practicable.
Blue Skies,
Buz
_____
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