Today's Message Index:
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1. 05:10 AM - RE Rocket Insurance - 09/28/08 (Rob Mokry)
2. 05:40 AM - Re: Continental TSIO-520 (N395V)
3. 05:44 AM - Re: RE Rocket Insurance - 09/28/08 (N395V)
4. 02:09 PM - Re: RE Rocket Insurance - 09/28/08 (Brian Adams)
5. 03:19 PM - Re: RE Rocket "Accident" (CalBru@aol.com)
Message 1
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| Subject: | RE Rocket Insurance - 09/28/08 |
"I don't know what accident has ruined the
Harmon Rocket reputation but I would sure like to know."
"My agent said all others declined due to the
existing unsettled claim."
Does anyone know the particulars? My insurance is coming due and would like
to know the talking points.
Thanks Rob
Time: 06:29:34 AM PST US
From: "Jim Stone" <jrstone@insightbb.com>
Subject: Re: Rocket-List: Insurance questions...........again
Brian,
That seems high, a work around might be to lower the insured amount if you
don't have avionics, engine and prop installed. With all or some of the big
items safely stored elsewhere, you could now insure the hull for what you
have in it, or a bit more. I paid a lot less and was adament about coverage
for the one time trip to the airport.
I just renewed with London. My agent said all others declined due to the
existing unsettled claim. I paid 4k my first year, and now am paying 3400
the second year for 120k hull value. The price would go up to 4k if I use
140 as the hull value.
Good luck trying to find someone to insure you and with your final stages in
getting your Rocket finished. I don't know what accident has ruined the
Harmon Rocket reputation but I would sure like to know.
BTW, I am a retired Navy Fighter guy, a UPS 757/767 Captain, and have in the
neighborhood of 8000 hours total with 150 time in type, with no mishaps are
claims. If the insurance companies are declining coverage with my
experience, I have to assume it's the airplane that is high risk not the
pilot. My buddy has an RV-4 and he pays 1400 per year but it is only work
half of a Rocket.
I suspect we may be at the point where you can only buy liability for new
policies.
BTW,I have a great agent who worked hard for me, his name Mike Pratt at
502-905-8747 mpratt@jmpinsurance.com
Message 2
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| Subject: | Re: Continental TSIO-520 |
I had GTSIO 520Ks in a twin commander 435HP each and TSIOJs in a Cessna 414 (I
think 310 HP) Great engines, reliable and bullet proof. Don't know about the
Cs. I would be cautiou some of the early 520 series had a problem with the cases
cracking till they dowelled them and finally beefed them up.
I agree you should talk to Mark as I am not certain the engine mount for the 550
will work on the 520. Also might affect the cowl and where you willput the turbo??????
--------
Milt
2003 F1 Rocket
2006 Radial Rocket
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6710#206710
Message 3
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| Subject: | Re: RE Rocket Insurance - 09/28/08 |
The morning of the day I called to insure my F1 someone had just punched one throuh
the roof of a home in California. I had to go without ins for a year and
when it came back it was HIGH>.
Don't know which accident your broker is referring to but just about any accident
really makes the ins market turbulent for awhile.
--------
Milt
2003 F1 Rocket
2006 Radial Rocket
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6711#206711
Message 4
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| Subject: | Re: RE Rocket Insurance - 09/28/08 |
Rob,
I too am not sure which accident he is talking about, but this one
came up on the NTSB web site and was about 3 months ago and was not
reported here.
NTSB Identification: *NYC08LA222*
14 CFR Part 91: General Aviation
Accident occurred Friday, June 20, 2008 in Woodbine, NJ
Aircraft: Dennis P. McGurk F1 Rocket, registration: N623BL
Injuries: 2 Fatal.
This is preliminary information, subject to change, and may contain
errors. Any errors in this report will be corrected when the final
report has been completed.
On June 20, 2008, at 1943 eastern daylight time, an amateur-built F1
Rocket, N623BL, was substantially damaged when it impacted terrain while
maneuvering near Woodbine Municipal Airport (1N4), Woodbine, New Jersey.
The certificated private pilot and passenger were fatally injured.
Visual meteorological conditions prevailed, and no flight plan was filed
for the local personal flight conducted under 14 Code of Federal
Regulations Part 91.
According to witnesses, just prior to the accident, they saw the
airplane in a "steep climb" when they heard the engine "lose power." The
airplane then "nosed down," entered a spin, and the witnesses heard the
engine resume power. The airplane then struck power lines before it
impacted the ground in a nose-low attitude.
Examination of the accident site and airplane by a Federal Aviation
Administration (FAA) inspector revealed both occupants were wearing
parachutes. All major components of the airplane were accounted for at
the scene. The airplane came to rest inverted, on a 090-degree magnetic
heading, and a postcrash fire had occurred. Flight control continuity
was established for all flight controls, and no evidence of in-flight
structural failure or in-flight fire was discovered.
Examination of the engine revealed that it had been modified from its
original design. No evidence of any preimpact mechanical malfunction was
discovered. The engine was relatively intact; however, the oil sump, and
the push rods for cylinders No. 1 and No. 4 sustained impact damage.
Examination of the upper spark plugs revealed that they were of an
automotive type. Their electrodes were gray in color.
The crankshaft was rotated by hand, and thumb compression was obtained
on cylinder Nos. 2, 3, 5, and 6. Thumb compression was not obtained on
cylinders No. 1 and No. 4 because of impact damage to the push rods, but
movement was observed in both cylinders. There was also movement of the
rear accessory gear, and the engine driven fuel pump's operability was
verified during rotation of the crankshaft.
The ignition system for the upper spark plugs was powered by an
electronic ignition unit. Examination of the unit revealed that it had
sustained impact damage and was inoperable. The ignition system for the
lower plugs was of standard design, and was powered by a magneto. It was
found separated from the engine, and was also impact damaged. It would
however, produce spark from all six ignition lead towers when rotated by
hand.
Examination of the fuel injection system revealed that the fuel injector
had broken off its mounting stub. The fuel injector's inlet finger
screen was clear of debris, and had a trace amount of fuel within the
injector finger screen chamber. The air impact tubes and venturi were
also free of debris, and the throttle linkage and associated air valve
mixture arm moved freely.
According to FAA records, the pilot held a private pilot certificate
with ratings for airplane single-engine land. He reported 500 total
hours of flight experience on his most recent application for a FAA
third-class medical certificate, dated December 28, 2006.
According to the FAA and the airplane kit manufacturer, the accident
airplane received its experimental airworthiness certificate on
September 20, 2007. At the time of the accident, the airplane had
accrued approximately 190 total hours of operation.
The wreckage was retained by the National Transportation Safety Board
for further examination.
A weather observation taken about 8 minutes prior to the accident, at
Cape May County Airport (WWD), Wildwood, New Jersey, located 13 nautical
miles southwest of the accident site, recorded the wind as 180 degrees
at 10 knots, visibility 10 statute miles, sky clear, temperature 22
degrees Celsius, dew point 16 degrees Celsius, and an altimeter setting
of 30.01 inches of mercury.
Brian Adams
HR II Orginal
Message 5
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| Subject: | Re: RE Rocket "Accident" |
Guys,
I thought that I had ground looped my F1 out at Truckee on 9/10/08. This
will probably come up on NTSB eventually.
I thought this through in my mind quite a bit wondering what I had done
wrong. We were slow, the TW had come down, when the plane just started going
right, no matter how much L rudder I put in.
The L MLG bent back and in about 15*, the L wing tagged the runway, and of
course, upon leaving the pavement and decelerating into the dirt the tail came
up for a quick prop strike, then back down. No injuries.
As I drove a borrowed large truck and 30' trailer out there last Friday
(from Salt Lake), I thought about the damage and realized that the TW has
collapsed and twisted clockwise, where all of the momentum during the accident
was
turning everything counterclockwise. I had noticed that the TW had sheared
the 2 AN3 bolts and rotated at the scene, but it was later that it dawned on me
that it must have collapsed prior to the accident--in fact the TW failure
caused the accident.
The single arm Janzi TW steering arm obviously rotated during the failure
from horizontal to vertical, thus placing pressure on the bottom of the rudder
and forcing it to the right, thus causing the uncontrollable right turn!
There is a hole punctured in the glass rudder bottom, probably from my Left foot
jamming on the L rudder so hard.
I was upset that I had damaged the plane, but when I thought it was my fault
(even though I could not figure out why) I felt OK about the brain damage
and expense of the repair. Now, knowing that a few cents worth of bolts
failing caused the accident and aftermath, I'm kinda upset.
Bottom line, Check your bolts which go through the TW assembly into the tail
spring so you don't have a similar incident!!!
The F1 is back in the hangar now, and I'll slowly figure out how to get it
back in the air!
Cal Brubaker
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