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1. 10:25 AM - Re: Tiger Crash: 11/12/99 (Gary Vogt)
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| Subject: | Re: Tiger Crash: 11/12/99 |
Got a reply . . .-=0A=0A"I'm not so sure.- The weight design is a small
diameter tube stuck through the larger tube and welded, which changes the
grain structure of the Normalized tube.- The instantaneous jolt of the tu
rbulence would stress the tube right where it changes section going into th
e larger tube, and if sufficiently powerful would tear the tube before it h
ad a chance to rotate the aileron so that the bolt would reach the stop."
=0A=0AI appreciate the information, but, based on what I saw, it's very unl
ikely the entire end of the aileron torque tube could have been snapped off
and dragged out without damaging the stops if the bolt had been there. -
=0A=0A=0A________________________________=0A From: Gary Vogt <teamgrumman@y
ahoo.com>=0ATo: Teamgrumman List <teamgrumman-list@matronics.com> =0ASent:
Thursday, January 26, 2012 11:43 AM=0ASubject: TeamGrumman-List: Tiger Cras
h: 11/12/99=0A =0A=0AThis was forwarded to me from gg because it happened
in my backyard (sort of).-=0A==============0A
=0AI was called to go look at the wreckage in Van Nuys by one of the accide
nt investigators who was also my AP/AI mentor.=0A=0AI saw the wing and the
aileron and noticed the missing counterweights. -The counter-weight holes
in both wingtips had a tear in the fiberglass where the counterweight arm
might go through IF the counterweight had been far enough down into the win
d to where the drag on the counterweight might pull it backwards. -I note
d the aileron stops. -=0AThe aileron stops WERE STILL THERE AND THEY HAD
NO DAMAGE.=0A=0AMy conclusion, to the friend of mine, was that counterweigh
t had been installed=0A wrong with the bolt that acts as the stop not insta
lled where it should be. -=0A=0ASarcastic note: -Quote: -"You don't n
eed a Grumman specific mechanic to work on a Grumman."=0A=0AForward to GG i
f you wish.=0A==============0A=0A"On November 12,
1999, at 1738 hours Pacific standard time, an American General AG5B, N1195
L, was substantially damaged by an encounter with in-flight turbulence whil
e on downwind leg for landing at the Van Nuys, California, municipal airpor
t. ......=0A=0AThe pilot reported that ...... there was an instantaneous jo
lt of sudden severe turbulence that ended before he could take any action.
His left hand was on the flight controls and his right hand was on the thro
ttle. The pilot said the flight control in his left hand felt "like the han
dle of a sledge hammer when you strike a steel pipe.-=0A=0A.... He felt t
hat the speed was normal, there was no shrieking or wind noise, and the pil
ot made no control input before or after the turbulence.=0A----------------
I don't believe this. -Anyone who has ever been hit with the slightest t
urbulence instinctively corrects, or over corrects, it.=0A=0A=0AOne of the
aileron mass balance weights was located on November 16, 1999, in the bedro
om of an unoccupied apartment where it had penetrated the roof and ceiling.
The apartment is located beneath the downwind leg flight path on the east
side of the airport approximately midfield.-=0A---------------- I'd like
to have seen this. -It hadn't been located yet.=0A=0AThe Safety Board inv
estigator examined the aircraft on November 16, 1999. Each wing is assemble
d in three sections, which are spliced together. The tip section of the lef
t wing, outboard of the=0A second splice, was deformed upward about 5 degre
es with respect to the inboard section of the wing. The upper wing skin exh
ibited compression buckling. In comparing the two damage areas, the bucklin
g was substantial on the outboard wing section and modest on the upper wing
skin inboard of the tip splice. The right wing exhibited modest compressio
n buckling over its entire span but was not visibly deformed. There was no
visible damage to the fuselage, empennage, or landing gear. The mass balanc
e weights on both ailerons were absent. The steel tubes supporting the mass
balances separated immediately forward of the weld attachment to the ailer
on torque tube in the vicinity of the heat affected region of the weld. Bot
h failures exhibited a shear lip on the top portion and downward bending on
the bottom portion. There was no damage to control stops or evidence of ov
er-travel."=0A----------------- NOTE: -"There was no damage to control st
ops or evidence of over-travel."=0AIf the counterweight had been installed
correctly, the forces needed to tear off the weight would have also ripped
=========================0A
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