Today's Message Index:
----------------------
1. 12:15 AM - Re: Re: Heat Muff Material (Clif Dawson)
2. 06:53 AM - Re: Current draw of a White-Rodgers continuous duty DC contacto (Jerry Dotson)
3. 07:29 AM - sealing the bottom of a hangar door. (Steven Dortch)
4. 10:17 AM - Accident discussions (Steven Dortch)
5. 12:01 PM - Re: Accident discussions (taildrags)
6. 12:44 PM - Re: Accident discussions (Doug)
7. 01:08 PM - Re: Re: Accident discussions (Steven Dortch)
8. 01:17 PM - Re: Accident discussions (taildrags)
9. 01:59 PM - Re: Re: Accident discussions (Steven Dortch)
10. 02:07 PM - Re: Re: Accident discussions (Steven Dortch)
11. 02:58 PM - Re: Accident discussions (taildrags)
12. 03:09 PM - Re: Re: Accident discussions (Gary Boothe)
13. 03:52 PM - Re: Re: Accident discussions (Doug)
14. 05:23 PM - Re: Accident discussions (AircamperN11MS)
15. 07:04 PM - Randy Bush's Piet (Bill Church)
16. 08:08 PM - Re: Re: Accident discussions (Steven Dortch)
17. 08:18 PM - Re: Accident discussions (jarheadpilot82)
18. 08:19 PM - damaged tail (Steven Dortch)
19. 08:33 PM - Re: Accident discussions (AircamperN11MS)
20. 08:33 PM - Re: Randy Bush's Piet (Gary Boothe)
21. 08:51 PM - Re: Re: Accident discussions (Steven Dortch)
22. 09:10 PM - Re: damaged tail (taildrags)
23. 09:16 PM - Re: damaged tail (jim hyde)
24. 11:40 PM - Re: damaged tail (John Kuhfahl)
Message 1
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| Subject: | Re: Heat Muff Material |
If you do want to use a wire coil, a good candidate is a
drier element or pottery kiln element. These are alloyed
to function at very high temps for years. Usually of a nickel chrome
material, corrosion is unlikely.
Clif
When I was younger, I could remember anything,
whether it happened or not.
Mark Twain
> I re-did my heat muff this winter, with much improvement made. Perhaps
> something similar would work for you.
>
> Here's what I did:
> http://www.eaa25.org/wp-content/uploads/2014/01/OnFinal201401.pdf
>
> Carb heat is a lot more effective now, too.
>
> - Pat
Message 2
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| Subject: | Re: Current draw of a White-Rodgers continuous duty DC |
contacto
Jeff,
I used (http://www.harborfreight.com/heavy-duty-battery-cutoff-switch-66789.html) and it is all mechanical with zero current draw. I mounted it on the firewall and made a long rod to turn it. 90 degrees turn closes and opens....works for me.
--------
Jerry Dotson
First flight June 16,2012
Flying in phase 2
Lycoming O-235 C2C
Jay Anderson CloudCars prop 76 X 44
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424352#424352
Attachments:
http://forums.matronics.com//files/a38_112.jpg
Message 3
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| Subject: | sealing the bottom of a hangar door. |
I have a new hangar with a door that manually bifolds horizontally. Well
designed system that opens easily. However, there is a gap at the bottom
that allows dirt and water to blow under the door. I have sealed the
bottom of the door by slicing a foam swimming "noodle" lenghtwise and
wedging it on the steel bottom of the door then taping it in place. $10
invested plus time.
Seems to work well after a week of testing. One thundershower and a week
of normal wind. Much less dirt under the door. I will let y'all know how it
ages. Sunlight exposure is my only concern. Others at my airport have used
indoor/outdoor carpet as a sweeper. If the noodles don't work, I will
probably switch to that.
--
Blue Skies,
Steve D
Message 4
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| Subject: | Accident discussions |
Fellow Pieters,
I reviewed the NTSB list of accidents for Pietenpol type aircraft (note
there appear to be some Grega included.) and looked at the contributing
causes. Please note there were several cases where there were multiple
causes for the accident, So some accidents ahve been put into two
catergores, IE airspeed INOP and Stall spin,
The largest group was Stall/Spin with 16 cases. Here are the situations
described:
1 steep turns at 500 ft.
1 in pattern (unauthorized use of plane, 0 hours in type)
2 Low pass first flight
1 loss of power, first flight low turn
1 airspeed INOP, first flight in 6 years,
1 on climbout, DEMO FLIGHT
4 on climbout (1 fatal)
1 Low turns
2. on final one instruments INOP, one Loss of power.
1 aerobatics
1 distracted by loose spark plug, loss of power
This is far from scientific, but to prod discussion.
--
Blue Skies,
Steve D
Message 5
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| Subject: | Re: Accident discussions |
Steve; not much to discuss, is there? Since this is the Pietenpol forum, let's
see which of the stall-spin accidents are attributable to the Pietenpol. Review
the list yourself... I come up with a grand total of ZERO stall-spins that
are the airplane's fault or due to any characteristic that is peculiar to the
Air Camper.
85 years of building and flying this simple airplane and people still get distracted,
try stupid stuff, try to pick up a low wing or tighten a turn with aileron,
and don't control their airspeed. It's just not the airplane's fault.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424357#424357
Message 6
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| Subject: | Accident discussions |
Loss of control seems to be a dominant theme in certificated air craft as w
ell. Always baffled me and continues to baffle the experts as well. I al
ways knew what my airplane felt=2C sounded and smelled like close to a stal
l. First thing I did with a new airplane was extensively explore flight at
minimum controllable airspeed. Certainly wouldn't do it immediately with
an airplane I built=2C but would explore it as flight testing progressed.
Us bush pilots spend a lot of time in the area of reverse command. Best to
know it well.
Haven't been on here in a few months. Nice to be back.
Doug Dever
=0A
In beautiful Stow Ohio
Subject: Pietenpol-List: Accident discussions
From: steven.d.dortch@gmail.com
Fellow Pieters=2C =0A
=0A
I reviewed the NTSB list of accidents for Pietenpol type aircraft (note th
ere appear to be some Grega included.) and looked at the contributing cause
s. Please note there were several cases where there were multiple causes fo
r the accident=2C So some accidents ahve been put into two catergores=2C IE
airspeed INOP and Stall spin=2C=0A
=0A
=0A
The largest group was Stall/Spin with 16 cases. Here are the situations des
cribed:=0A
=0A
=0A
1 steep turns at 500 ft.=0A
1 in pattern (unauthorized use of plane=2C 0 hours in type)=0A
2 Low pass first flight=0A
1 loss of power=2C first flight low turn=0A
1 airspeed INOP=2C first flight in 6 years=2C =0A
1 on climbout=2C DEMO FLIGHT =0A
4 on climbout (1 fatal) =0A
1 Low turns=0A
2. on final one instruments INOP=2C one Loss of power.=0A
1 aerobatics=0A
1 distracted by loose spark plug=2C loss of power=0A
=0A
This is far from scientific=2C but to prod discussion.
--
=0A
=0A
Blue Skies=2C
Steve D
=0A
=0A
=0A
=0A
============0A
============0A
============0A
============0A
=0A
Message 7
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| Subject: | Re: Accident discussions |
Oscar, At the recent AOPA fly in at San Marcos, Rod Machado gave a great
talk on a technique that prevents 100% of spins. It is called "centering
the ball, using the rudder. He described all the areas of flight and the
risks of a stall. Yes you can stall the plane BUT if the plane is in
coordinated flight IT WILL NOT SPIN. He pushes for a renuwal of old
fashoned Stick and rudder skills.
The stall/ spin accients seem to come from
4 stalls due to low time in Piet/first flgiht/rusty
The only thing that could be done about Low time/first flight/rusty is make
sure you are ready. I am going to get 2 or 3 hours in a Piper Cub in a
couple of weeks. Then I will mooch rides with a buddy in his Champ until I
fly my Piet. DON'T do what someof these guys did. They spent time building
a plane and not flying
4 or 5 stalls invovled distraction due to Loss of power/running rough, Demo
flight, or instruments INOP
As far as distraction, Fly the plane! Even when the engine is running
rough. Make sure it is airworthy (Instruments work) and FLY THE PLANE.
3 stalls during Maneuvering flight. pattern work, Steep turns, Low passes
and aerobatics.
Keep your speed up, Lest the ground rise up and smite thee!
Blue Skies,
Steve D.
Message 8
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| Subject: | Re: Accident discussions |
Doug;
Since you mention the region of reversed command, I'll relate part of a discussion
that I once had with another taildragger pilot when discussing what happens
after the mains touch down. He said that he immediately eases stick forward
to reduce wing lift and plant the mains, and I suppose that would be correct
as long as there is excess lift remaining. My counterpoint to his statement was
that if you were coming back on the stick to slow the airplane to plant the
mains, you'd better keep coming back on it or it's going to bounce since bringing
the stick forward would get the wing flying again and up you go. I told
him it was operation in the region of reversed command and he said that was completely
the opposite of what I was saying ;o)
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424360#424360
Message 9
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| Subject: | Re: Accident discussions |
Doug and Oscar, I am always amazed when I mentioned the zone of reversed
comand and a fellow pilot gives me that "dick in the forehead" look. Many
seem to come from the pilot mills and have often gotten their ticket in a
minimum of time. They also tend to be training gear (tricycle) "Feet on
the floor" types. I guess I learned that by being the slow kid in the
class.
My flight instructor worked me extensively in the low and slow
configuration. I love doing touch and goes and flying the airspeed by the
angle of the wing and the glideslope with throttle.
Blue Skies,
Steve D
Message 10
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| Subject: | Re: Accident discussions |
Among Engine problems causing crashes the main areas are:
Mechanical problem
1 Carb needle stuck,
1 Fuel vent blocked-starvation (wasp nest)
1 Mag problem
1 Loose sparkplug
A Good preflight would have stopped at least two of these. The pilot
usually did not "Fly the plane as far into the crash as possible" Otherwise
easy landings were screwed up.
Pilot head up and locked.
1 Carb ice
3 ran out of fuel (Landed OK then crashed on takeoff)
Uh don't take off without gas and Use your carb heat, Especially if the
charts say you are in the icing zone. Today is 90degrees and humid Here in
SA. Good day for ice.
1 unexplained power loss
I think the pilot should be forced to explaine the power loss!
Actually the pilot/owners of this plane would not talk to the FAA and the
FAA never did figure out who was flying.
Blue Skies,
Steve D
Message 11
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| Subject: | Re: Accident discussions |
Steve; please review the accident statistics on file, boil them down, and prepare
a spreadsheet, graph, bar chart, pie chart, or tabulation of accidents, fatal
or otherwise, in which a deficiency in the design of a Pietenpol Air Camper
or a Grega GN-1 was the proximate cause of the accident or incident. If you
want, I'll save you some time: pull a clean piece of paper out of your printer,
lay it face down on your Xerox and scan it to .jpg... that's the result you'll
get.
I think what brings this issue up every now and then is when new builders, or dreamers,
or planners, or pilots, are wondering if this airplane is less safe,
or less forgiving, or structurally weaker, or trickier to fly than others that
they could build, or dream about, or plan for, or fly.
Neither the FAA nor the NTSB will ever be able to take the smile off of Mr. Pietenpol's
face as he rests in peace, and he did us all a favor by sharing his creation
with us.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424366#424366
Message 12
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| Subject: | Re: Accident discussions |
You're right, Oscar. A similar search with other A/C, such as Cub, Champ, and T-craft,
would produce the same results.
Gary
NX308MB
Sent from my iPhone
> On Jun 4, 2014, at 2:58 PM, "taildrags" <taildrags@hotmail.com> wrote:
>
>
> Steve; please review the accident statistics on file, boil them down, and prepare
a spreadsheet, graph, bar chart, pie chart, or tabulation of accidents, fatal
or otherwise, in which a deficiency in the design of a Pietenpol Air Camper
or a Grega GN-1 was the proximate cause of the accident or incident. If you
want, I'll save you some time: pull a clean piece of paper out of your printer,
lay it face down on your Xerox and scan it to .jpg... that's the result you'll
get.
>
> I think what brings this issue up every now and then is when new builders, or
dreamers, or planners, or pilots, are wondering if this airplane is less safe,
or less forgiving, or structurally weaker, or trickier to fly than others that
they could build, or dream about, or plan for, or fly.
>
> Neither the FAA nor the NTSB will ever be able to take the smile off of Mr. Pietenpol's
face as he rests in peace, and he did us all a favor by sharing his
creation with us.
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=424366#424366
>
>
>
>
>
>
>
>
>
>
Message 13
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| Subject: | Re: Accident discussions |
Didn't know they stopped teaching this..
Doug Dever
=0A
In beautiful Stow Ohio
Subject: Re: Pietenpol-List: Re: Accident discussions
From: steven.d.dortch@gmail.com
Oscar=2C At the recent AOPA fly in at San Marcos=2C Rod Machado gave a grea
t talk on a technique that prevents 100% of spins. It is called "centering
the ball=2C using the rudder. He described all the areas of flight and the
risks of a stall. Yes you can stall the plane BUT if the plane is in coord
inated flight IT WILL NOT SPIN. He pushes for a renuwal of old fashoned Sti
ck and rudder skills. =0A
=0A
=0A
The stall/ spin accients seem to come from =0A
=0A
=0A
=0A
4 stalls due to low time in Piet/first flgiht/rustyThe only thing that coul
d be done about Low time/first flight/rusty is make sure you are ready. I a
m going to get 2 or 3 hours in a Piper Cub in a couple of weeks. Then I wil
l mooch rides with a buddy in his Champ until I fly my Piet. DON'T do what
someof these guys did. They spent time building a plane and not flying =0A
=0A
=0A
4 or 5 stalls invovled distraction due to Loss of power/running rough=2C De
mo flight=2C or instruments INOP
As far as distraction=2C Fly the plane! Even when the engine is running rou
gh. Make sure it is airworthy (Instruments work) and FLY THE PLANE. =0A
=0A
=0A
=0A
3 stalls during Maneuvering flight. pattern work=2C Steep turns=2C Low pas
ses and aerobatics. =0A
Keep your speed up=2C Lest the ground rise up and smite thee!=0A
=0A
Blue Skies=2C=0A
Steve D.=0A
=0A
=0A
=0A
============0A
============0A
============0A
============0A
=0A
Message 14
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| Subject: | Re: Accident discussions |
Steve,
I have been around piets since the late 1960's. There are some others that have
been around longer but probably not too many. After thinking about the structural
failure statement I made previously. I need to change that. I remember that
a very long time ago (60's maybe) that someone did fold a wing in flight.
It was a result of negative G's and the lack of jury struts. As a result I don't
think that there is a Piet flying today without them.
My question to the group now is. Do the supplemental plans now show jury struts
installed?
Cheers,
--------
Scott Liefeld
Flying N11MS since March 1972
Steel Tube
C-85-12
Wire Wheels
Brodhead in 1996
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424371#424371
Message 15
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| Subject: | Randy Bush's Piet |
Just received the latest edition of EAA's Experimenter, and lo and behold, there's
an article featuring Randy Bush and his Pietenpol.
Congratulations, Randy.
You can access the magazine here:
http://experimenter.epubxp.com/i/323139
Bill C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424373#424373
Message 16
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| Subject: | Re: Accident discussions |
Scott, Oscar, Doug, et al.
Y'all mistake my examination of Pietenpol accidents as an attack upon the
design. Au contraire, I am a firm believer in the design as printed and
built by many. Show me where I stated that I there is a safety flaw with
the pietenpol?
I have taken a rational look at the accident record in an effort to discuss
safety. Notice the first thing I discussed was Stall/Spins the category
with the most accidents. I don't think the 3 main wing shapes are bad.
Indeed all evidence indicates they are very safe and predictable in a
stall. Yet people keep stalling and spinning to the ground in Pietenpols.
WHY? Looking at the date indicates that if you don't know how to fly a
taildragger, or are very rusty, then you should get training in a similar
aircraft before you fly that first hour in your Pietenpol. 4 of 9 spin
accidents were done in the first hour the person flew a piet.
4 (or 5) spin accidents happened when the Pilot got distracted and forgot
to fly the plane! So The lesson here is to pay attention to flying the
plane.
4 accidents were during maneuvering flight. Not sure what to make of these.
One was in the pattern. (Perhaps he was distracted) one was a stall showing
off with a low pass. (all I can think is that he stalled during the
pullout.) One during low turns. (Keep your speed up especially in turns, a
45 degree bank will raise the stall speed by 50%) One was doing aerobatics
that appear to have been stalls nibbling at the edge of spins, Then he was
successful and spun the thing in.
OF 9 Stall/Spin accidents only 1 was fatal. a testimony of the design. BTW
this data was collected starting in 1969.
The only Non engine mechanical incidents in the database are: a broken
wire due to a improperly installed turnbuckle. Two incidences of Push/pull
elevator control system failures (On a Grega?) that resulted in two
fatalities. and one hard landing where a bad weld allowed the gear to
collapse.
Nothing else was found. But we should look at accident data for lessons.
Y'all be careful out there, hear?
Blue Skies,
Steve D.
On Wed, Jun 4, 2014 at 7:23 PM, AircamperN11MS <Scott.liefeld@lacity.org>
wrote:
> Scott.liefeld@lacity.org>
>
> Steve,
> I have been around piets since the late 1960's. There are some others that
> have been around longer but probably not too many. After thinking about
> the structural failure statement I made previously. I need to change that.
> I remember that a very long time ago (60's maybe) that someone did fold a
> wing in flight. It was a result of negative G's and the lack of jury
> struts. As a result I don't think that there is a Piet flying today without
> them.
> My question to the group now is. Do the supplemental plans now show jury
> struts installed?
>
> Cheers,
>
> --------
> Scott Liefeld
> Flying N11MS since March 1972
> Steel Tube
> C-85-12
> Wire Wheels
> Brodhead in 1996
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=424371#424371
>
>
--
Blue Skies,
Steve D
Message 17
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| Subject: | Re: Accident discussions |
Steve,
Two things come to mind as I read your posting-
1. Keep the ball centered. Why do we need a Rod Machado presentation to remind
us of this? That is basic piloting 101. But, obviously, the fact it is a topic
tells us there is a problem. If your feet aren't involved in your flying, something
is wrong. Simple as that.
2. Airspeed control. Not having flown an open cockpit, I can only go with what
other pilots tell me, but. I have heard that you can hear the right airspeed from
the plane. The wires "singing" a certain tone at a certain airspeed. Listening
for it is another skill that needs to be learned. But if that is not what
you want to do, and you absolutely must have a gauge to tell you your airspeed
and altitude, most of us carry a backup airspeed indicator in our pocket. And
that is a smartphone with a GPS in it. There are any number of inexpensive and/or
cheap apps that give you GPS speed and altitude. It may not be 100% accurate,
but at least it avoids the "I crashed because my pitot static instruments
failed" line on the NTSB report.
Just a couple of thoughts that I had.
--------
Semper Fi,
Terry Hand
Athens, GA
USMC, USMCR, ATP
BVD DVD PDQ BBQ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424375#424375
Message 18
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|
Well, we had a tragedy in my work area. One of my boys made a mistake and
the horizontal stabilizer was damaged. The "Spar" on the trailing edge is
broken, not flopping, but cracked and bent, I will have to uncover it to
see if that is all and to replace the broken piece. The top of the vertical
stab is also scuffed and may have to be uncovered to inspect it.
This has put enough behind that I will be lucky to get this plane flying by
the end of summer.
The boy has been tasked with working with me on the tail until it is ready
to mount on the plane.
I am almost sick to my stomach.
But worse could happen.
Blue Skies,
Steve D
Message 19
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| Subject: | Re: Accident discussions |
Steve,
Your response is why I like speaking in person rather then emails. I wasn't being
confrontational. I was just pointing out that I now remember the accident where
the wing folded in flight. Sorry about that. The accident you mention involving
the folks who wouldn't talk to the faa. That accident airplane belonged
to a good friend of mine who sold it to another one of my friends. It had never
flown until the accident flight. It had a Corvair Engine on it and it iced
up on take off. The engine did not have any carb heat on it.
Yes there is a lot to learn from accident reports. Yes we should also build the
best airplane we can and yes we should maintain our flying skills.
Come on out to Frazier Lake this weekend so we can talk in person. Things won't
get lost in email translation.
Happy Landings,
--------
Scott Liefeld
Flying N11MS since March 1972
Steel Tube
C-85-12
Wire Wheels
Brodhead in 1996
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424377#424377
Message 20
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| Subject: | Randy Bush's Piet |
Nice write-up...Congratulations, Randy!!
Gary Boothe
NX308MB
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Bill Church
Sent: Wednesday, June 04, 2014 7:04 PM
Subject: Pietenpol-List: Randy Bush's Piet
--> <billspiet@sympatico.ca>
Just received the latest edition of EAA's Experimenter, and lo and behold,
there's an article featuring Randy Bush and his Pietenpol.
Congratulations, Randy.
You can access the magazine here:
http://experimenter.epubxp.com/i/323139
Bill C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424373#424373
Message 21
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| Subject: | Re: Accident discussions |
Terry, I was getting trained as a tailwheel pilot by an Old hand. Suddenly
on final the airspeed went to Zero. he said "I have the plane!" took us
around and landed. A yellowjacket had dead centered the Pitot tube. No big
deal, but Lonnie just kept flying. He knew the plane.
Blue skies,
Steve D
On Wed, Jun 4, 2014 at 10:18 PM, jarheadpilot82 <jarheadpilot82@hotmail.com>
wrote:
> jarheadpilot82@hotmail.com>
>
> Steve,
>
> Two things come to mind as I read your posting-
>
> 1. Keep the ball centered. Why do we need a Rod Machado presentation to
> remind us of this? That is basic piloting 101. But, obviously, the fact it
> is a topic tells us there is a problem. If your feet aren't involved in
> your flying, something is wrong. Simple as that.
>
> 2. Airspeed control. Not having flown an open cockpit, I can only go with
> what other pilots tell me, but. I have heard that you can hear the right
> airspeed from the plane. The wires "singing" a certain tone at a certain
> airspeed. Listening for it is another skill that needs to be learned. But
> if that is not what you want to do, and you absolutely must have a gauge to
> tell you your airspeed and altitude, most of us carry a backup airspeed
> indicator in our pocket. And that is a smartphone with a GPS in it. There
> are any number of inexpensive and/or cheap apps that give you GPS speed and
> altitude. It may not be 100% accurate, but at least it avoids the "I
> crashed because my pitot static instruments failed" line on the NTSB report.
>
> Just a couple of thoughts that I had.
>
> --------
> Semper Fi,
>
> Terry Hand
> Athens, GA
>
> USMC, USMCR, ATP
> BVD DVD PDQ BBQ
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=424375#424375
>
>
--
Blue Skies,
Steve D
Message 22
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| Subject: | Re: damaged tail |
Psshhh... no worries, Steve. Wood and fabric repairs are part and parcel of hanging
around these airplanes. It is very easy to make wood repairs and in the
process you learn how to do stitching, fabric patching, and wood gluing. All
very useful skills and the stomach sickness goes away after you get the courage
to take a razor to the fabric to see what it looks like inside. Been there,
done that, piece of cake. Take a deep breath and just start fixing things.
Take a look at http://www.flysquirrel.net/piets/repairs/repairs.html for the part about repairing the damage to my vertical stabilizer and re-covering it,
and http://www.flysquirrel.net/piets/repairs/rudder.html for cutting open my rudder to remove a bent control horn and then making repairs. No worries, mate!
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424380#424380
Message 23
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| Subject: | Re: damaged tail |
just follow the 43-13-1b and all will be fine=0A =0A=0A=0AOn Wednesday, Jun
e 4, 2014 10:24 PM, Steven Dortch <steven.d.dortch@gmail.com> wrote:=0A
=0A=0A=0AWell, we had=0Aa tragedy in my work area. One of my boys made a mi
stake and the horizontal stabilizer=0Awas damaged. The "Spar" on the traili
ng edge is broken, not flopping,=0Abut cracked and bent, I will have to unc
over it to see if that is all and to=0Areplace the broken piece. The top of
the vertical stab is also scuffed and may=0Ahave to be uncovered to inspec
t it. =0A-=0AThis has put=0Aenough behind that I will be lucky to get thi
s plane flying by the end of=0Asummer. =0A-=0AThe boy has=0Abeen tasked w
ith working with me on the tail until it is ready to mount on the=0Aplane.
=0A-=0AI am almost=0Asick to my stomach. =0A-=0ABut worse=0Acould happe
====
Message 24
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| Subject: | Re: damaged tail |
I'm here steve--no problemo--I break and fix lots'o'stuff. Call me...
On Wed, Jun 4, 2014 at 10:18 PM, Steven Dortch <steven.d.dortch@gmail.com>
wrote:
> Well, we had a tragedy in my work area. One of my boys made a mistake and
> the horizontal stabilizer was damaged. The "Spar" on the trailing edge is
> broken, not flopping, but cracked and bent, I will have to uncover it to
> see if that is all and to replace the broken piece. The top of the vertical
> stab is also scuffed and may have to be uncovered to inspect it.
>
>
> This has put enough behind that I will be lucky to get this plane flying
> by the end of summer.
>
>
> The boy has been tasked with working with me on the tail until it is ready
> to mount on the plane.
>
>
> I am almost sick to my stomach.
>
>
> But worse could happen.
>
>
> Blue Skies,
>
> Steve D
>
> *
>
>
> *
>
>
--
John Kuhfahl, Lt Col USAF (Ret),
President, KUHLCOUPER LLC
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