Today's Message Index:
----------------------
1. 05:09 AM - Re: Zenith-List Digest: 9 Msgs - 05/04/03 (Chris Weber)
2. 05:40 AM - Re: 701 down (J Davis)
3. 05:50 AM - Re: Stabilizer Skin Bending (Scott Laughlin)
4. 06:05 AM - Re: Capacitor (Brenton Battles)
5. 09:49 AM - Re: 701 down (Gary Gower)
6. 11:45 AM - Re: 701 down (J Davis)
7. 12:24 PM - Re: 701 down (g t)
8. 12:47 PM - Re: 701 down (HINDE,FRANK (HP-Corvallis,ex1))
9. 01:09 PM - Re: 701 down (Steve Dixon)
10. 04:46 PM - Re: 701 down (prm@softhome.net)
11. 09:42 PM - Re: 701 down (John Karnes)
Message 1
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| Subject: | Re: Zenith-List Digest: 9 Msgs - 05/04/03 |
--> Zenith-List message posted by: "Chris Weber" <chrisoz@gmx.net>
Hello David,
I used zink primer on the legs and a final coat of 'Silver Wheels'-spray
from the auto-shop. I grease the whole plane with Lithium -grease in a spray
can (all that needs to be greased, that is). The can has a small nozzle with
a thin tube, and my front gear cover has a 1/8 hole where I insert the
nozzle to give the lower bearing grease from the inside. I do it about every
5 hours and it works very well, and the grease coat on the upper part of the
leg( scrapped clear of paint by the bearing) keeps the rust away.
Chris
601 HD
>
> --> Zenith-List message posted by: David Tellet <telletdl@erols.com>
>
> From the archives I know a lot of you guys hard chromed your gear legs.
> For those who didn't, what did you do to protect the gear legs? Paint
> or just a lot of grease?
>
> By the way, what are people using to grease the leg and guides (and
> keep it greased)?
>
Message 2
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--> Zenith-List message posted by: J Davis <jd@lri.sjhc.london.on.ca>
Greetings Z-list...
Things have been a bit hectic the last couple of days, just wanted
to say that I'm 100% physically, somewhat less than that
psychologically ;')
I will compose a detailed account today and post it to this list,
just haven't had the chance yet...
To be continued...
On Sun, 4 May 2003, Chesterman Family wrote:
> --> Zenith-List message posted by: Chesterman Family <chesterman@on.aibn.com>
>
> I fly with Jay regularly but have not talked to him since this happened. He
> is on this list so I am sure when the dust settles he will comment. The
> plane had a 582 rotax blue head and was in it when we flew to osh (13 hrs
> one way) in 2001. I knew when he got his Sonex finished I would not keep up
> but I thought we would still have some adventures this summer with our pair
> of 701's
> I still stand my conviction that if I have to land a plane in a "bad area"
> the slow 701 is my choice.
> Dave Chesterman 582-701 188.9 hrs as of last night
>
> David Barth wrote:
>
> > --> Zenith-List message posted by: David Barth <davids601xl@yahoo.com>
> >
> > Hi List.
> > My father-in-law handed me this article today about a
> > 701 that had an emergency crash landing near London
> > Ontario yesterday. All we know is that Joseph (J)
> > Davis of Komoka had an engine failure - engine type
> > not mentioned - and had to do an energency landing.
> > It was unclom/subscription
>
--
Regards, J.
flying: Zenair STOL CH701/582 C-IGGY , > 240 hrs.
building: Sonex #325, engine probably Jabiru 3300/6/120hp
| J. Davis, M.Sc. (comp_sci) | UNIX consultant |
| SysMgr, research programmer | email: jd@uwo.ca |
| Lawson Health Research Inst.| voice: (519) 646 6100 x64166 |
| London, Ontario | fax: (519) 646 6385 |
| Canada | lriweb.sjhc.london.on.ca/~jd |
Message 3
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| Subject: | Re: Stabilizer Skin Bending |
--> Zenith-List message posted by: "Scott Laughlin" <cookwithgas@hotmail.com>
Mark:
I recieved a few emails from you with pictures, but I haven't had a chance
to review them (made some major progress on the tail section this weekend).
I'll take a look at them and get back to you later today.
Thanks,
Scott.
----Original Message Follows----
From: "Mark Townsend" <601xl@sympatico.ca>
Subject: Re: Zenith-List: Stabilizer Skin Bending
--> Zenith-List message posted by: "Mark Townsend" <601xl@sympatico.ca>
Did you receive the message I sent you? My mail server has been acting up
lately.
Mark
-----Original Message-----
From: Scott Laughlin <cookwithgas@hotmail.com>
Subject: Zenith-List: Stabilizer Skin Bending
>--> Zenith-List message posted by: "Scott Laughlin"
<cookwithgas@hotmail.com>
>
>Listers:
>
>I know many of you are past this stage, but if you are plans-building and
>have not bent your stabilizer skin, I want to report that the ZAC drawing
>suggestion of making a plywood section with a 24mm spacer and pressing
down
>on the sheet works GREAT! It takes two people and some care, but I was
>surprised at the results. I did it last night and ended up with an
>excellent bend with no wrinkles.
>
>I found out this is new to the drawings (6T2-4) so if you have an old set,
>you may want to drop me a line and I'll explain how to do it. I have been
>looking at Zodiac builder photos on web sites for months and I don't
>remember seeing mention of this method.
>
>You can see the board I built on my website under "Stabilizer
Construction."
>Better yet, clicky:
>
>http://www.cooknwithgas.com/5_01_03Bentskin2.jpg
>
>You can see the board on the left and the skin clamped and bent on the
>right. The spacer is the length of the board and is 24mm thick.
>
>My hat's off to the Zenith guys for coming up with this time-saving trick.
>
>
>Take care,
>
>Scott Laughlin
>601XL Plans
>http://www.cooknwithgas.com
>
>
Message 4
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--> Zenith-List message posted by: Brenton Battles <brentbattles@charter.net>
This capacitor can also be purchased through the Radio Shack catalog.
Brent Battles N16BZ 601HD Rotax 912 390 hours
> --> Zenith-List message posted by: "Lowell Metz"
> <lowellmetz@earthlink.net>
>
> Has anyone found a place to purchase the 22000uF / 25V capacitor
> that connects
> to the external rectifier-regulator? I have been all over locally to
> no
> avail.
> Lowell Metz 701 912S
>
Message 5
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--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Great that you are fine, is a great notice. Hope the plane is
rebuildable. We will appreciate all the info ypu can give us.
Saludos
Gary Gower
701 912S
Do not archive.
--- J Davis <jd@lri.sjhc.london.on.ca> wrote:
> --> Zenith-List message posted by: J Davis <jd@lri.sjhc.london.on.ca>
>
> Greetings Z-list...
>
> Things have been a bit hectic the last couple of days, just wanted
> to say that I'm 100% physically, somewhat less than that
> psychologically ;')
>
> I will compose a detailed account today and post it to this list,
> just haven't had the chance yet...
>
> To be continued...
>
> On Sun, 4 May 2003, Chesterman Family wrote:
>
> > --> Zenith-List message posted by: Chesterman Family
> <chesterman@on.aibn.com>
> >
> > I fly with Jay regularly but have not talked to him since this
> happened. He
> > is on this list so I am sure when the dust settles he will comment.
> The
> > plane had a 582 rotax blue head and was in it when we flew to osh
> (13 hrs
> > one way) in 2001. I knew when he got his Sonex finished I would not
> keep up
> > but I thought we would still have some adventures this summer with
> our pair
> > of 701's
> > I still stand my conviction that if I have to land a plane in a
> "bad area"
> > the slow 701 is my choice.
> > Dave Chesterman 582-701 188.9 hrs as of last night
> >
> > David Barth wrote:
> >
> > > --> Zenith-List message posted by: David Barth
> <davids601xl@yahoo.com>
> > >
> > > Hi List.
> > > My father-in-law handed me this article today about a
> > > 701 that had an emergency crash landing near London
> > > Ontario yesterday. All we know is that Joseph (J)
> > > Davis of Komoka had an engine failure - engine type
> > > not mentioned - and had to do an energency landing.
> > > It was unclom/subscription
> >
> --
> Regards, J.
>
> flying: Zenair STOL CH701/582 C-IGGY , > 240 hrs.
> building: Sonex #325, engine probably Jabiru 3300/6/120hp
>
>
>
>
>
>
>
>
>
__________________________________
http://search.yahoo.com
Message 6
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--> Zenith-List message posted by: J Davis <jd@lri.sjhc.london.on.ca>
Greetings again...
Just wanted to set down the facts regarding my forced landing on
Saturday, maybe get some carthesis for a badly bruised ego ;')
- Rotax 582, ~240 hours, hasn't missed a beat during this time.
- E.I.S. monitoring all temps, both cylinders.
- Arctic Sparrow in-cabin mixture adjust for tweaking mixture to
match conditions (altitude, temp, prop pitch (Ivo 3-blade quick adjust)
- Wing tanks only, no header, thankfully. Each 42 liters, engine
burns 16l/hr. Both topped with 89 octane as per Rotax specs. Oil
tank topped up. Using left tank whole time. During pre-flight,
removed full tester of fuel from three locations: each tank plus
gascolator mounted at lowest position. No sign of H2O or anything
unusual.
- Returning from Transport Canada Safety Seminar in Woodstock.
Flight there was 1.0 hours into 090@10/15 headwind. EGTs in range
and equal (~1140)
- On return trip, about 2 miles from my home field, I noticed that
one cylinder's egt was dropping, and I smelled a slight exhaust
gas smell.
[side note: Something similar had once occurred, and at the time I
did a 180 and returned to the nearest airport for a precautionary
landing. It was about a 30 minute trip, heart beating, constantly
scanning for a suitable forced landing. However the engine
continued running fine.
Back on the ground, when I removed the cowl, I found a couple of
exhaust system ball-joint springs had broken, allowing exhaust gas
to leak from the joint, explaining both the egt drop (less
back pressure), and the smell.
I carry spare springs, and once replaced, all was back to normal.
That was about 100 hours ago. ]
- Since the closest strip was my own, just a couple of miles away, I
continued, fully expecting to land, remove the cowl, and find a
broke spring or two. I was surprised when the prop stopped.
- Nose down, best glide (angle-of-attack indicator)
- I had spotted a race track that looked like nice grass in the
center. It was 09/27, and since London ATIS had the wind a
09@10/15, I thought the orientation was important, and good, so I
started into a right-hand base for it. I was at about 1800' asl,
local elevation ~800.o I had about 1000' to work with. My first
reaction was to switch to the other tank and attempt a restart,
even there were still more than 15l fuel in the port tank, as
verified by the capacitive probe/EIS. Starter spun fine (no
seizure), but no re-start. There was large transmission line just
to the west, decided I should really avoid that ;')
- Switched fuel (yes, it *was* in the full tank's on position) to
'off', closed the master switch, gave my belts a tug. At this
point I felt confident of successfully landing on the field I had
chosen.
- Didn't notice the small adjacent fenced pasture until I was on
short final, and in retrospect, I think I tried everything I could
to stretch my 'glide'... I thought quickly about a last-minute 90,
but was afraid to touch a wing and cartwheel. I touched down about
20 feet in front of the fence, hit the fence and flipped.
- It was not my 1st flight of the spring, I had about 3 hours after
performing my annual full inspection (which, btw, included
changing out 2 suspicious exhaust springs, plugs, changed gear-box
oil, etc.)
- I may never know why the engine stopped. I have been a defender of
2-strokes in the past, and between the EIS and the mixture control
and the mod '99 blue-head 582, thought I had the best possible
set-up for 2-stroke power plant management. Whatever caused the
engine stoppage may have had nothing to do with the 2-stroke
aspect of the engine, but I have to say that if and when I repair
C-IGGY, I will re-register him as amature-built and go with
another engine.
- At this point, I'm sure everyone has a suggestion as to what I
*should* have tried, *should* have done, and believe me, my head
has been spinning with 'shoulda-wouldas' for two days now,
especially at night, trying to sleep.
[some emotional notes:] I'm just *so* pissed at myself for not
making a good emergency landing in a field w/o a fence... *and*
for not having paid the extra insurance $$ to have been covered
for 'in flight' instead of only while on the ground. I guess I
just feel like an old fool, more than anything, who has now nicely
justified all the people who have said I'm crazy to build and fly
an airplane. The other overwhelming feeling I have is thankfulness
that I had no passenger with me. I doubt I'll ever be able to
bring myself to fly again with a passenger, and that really hurts
because those who know me know how much Jaye and my kids love to
fly with me, going along to the fly-ins and such, navigating with
the maps and all. Maybe that'll change if I continue on building
the Sonex, and it has a real reliable aircraft engine that can be
counted on never to stop in the air... we'll see I guess.
I have no more time now, so I'll get this out to the list as is. Not
sure how much time I'll be able to devote to an on-going list
communication, but if I can't sleep any better than the last two
nights, I should have plenty ;')
My heart-felt thanks to all for your concern.
Oh... my walking away from this incident is fully the result of one
of the best and safest aircraft designs in the industry. Kudos (and
thanks) to Mr Heinz. Only the pilot needs improving ;')
Do not archive
On Mon, 5 May 2003, Gary Gower wrote:
> --> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
>
> Great that you are fine, is a great notice. Hope the plane is
> rebuildable. We will appreciate all the info ypu can give us.
>
> Saludos
> Gary Gower
> 701 912S
>
> Do not archive.
>
> --- J Davis <jd@lri.sjhc.london.on.ca> wrote:
> > --> Zenith-List message posted by: J Davis <jd@lri.sjhc.london.on.ca>
> >
> > Greetings Z-list...
> >
> > Things have been a bit hectic the last couple of days, just wanted
> > to say that I'm 100% physically, somewhat less than that
> > psychologically ;')
> >
> > I will compose a detailed account today and post it to this list,
> > just haven't had the chance yet...
> >
> > To be continued...
> >
> > On Sun, 4 May 2003, Chesterman Family wrote:
> >
> > > --> Zenith-List message posted by: Chesterman Family
> > <chesterman@on.aibn.com>
> > >
> > > I fly with Jay regularly but have not talked to him since this
> > happened. He
> > > is on this list so I am sure when the dust settles he will comment.
> > The
> > > plane had a 582 rotax blue head and was in it when we flew to osh
> > (13 hrs
> > > one way) in 2001. I knew when he got his Sonex finished I would not
> > keep up
> > > but I thought we would still have some adventures this summer with
> > our pair
> > > of 701's
> > > I still stand my conviction that if I have to land a plane in a
> > "bad area"
> > > the slow 701 is my choice.
> > > Dave Chesterman 582-701 188.9 hrs as of last night
> > >
> > > David Barth wrote:
> > >
> > > > --> Zenith-List message posted by: David Barth
> > <davids601xl@yahoo.com>
> > > >
> > > > Hi List.
> > > > My father-in-law handed me this article today about a
> > > > 701 that had an emergency crash landing near London
> > > > Ontario yesterday. All we know is that Joseph (J)
> > > > Davis of Komoka had an engine failure - engine type
> > > > not mentioned - and had to do an energency landing.
> > > > It was unclom/subscription
> > >
> > --
> > Regards, J.
> >
> > flying: Zenair STOL CH701/582 C-IGGY , > 240 hrs.
> > building: Sonex #325, engine probably Jabiru 3300/6/120hp
> >
> > | J. Davis, M.Sc. (comp_sci) | UNIX consultant |
> > | SysMgr, research programmer | email: jd@uwo.ca |
> > | Lawson Health Research Inst.| voice: (519) 646 6100 x64166 |
> > | London, Ontario | fax: (519) 646 6385 |
> > | Canada | lriweb.sjhc.london.on.ca/~jd |
> >
> >
> >
> >
> >
> >
> >
> >
>
>
> __________________________________
> http://search.yahoo.com
>
>
--
Regards, J.
flying: Zenair STOL CH701/582 C-IGGY , > 240 hrs.
building: Sonex #325, engine probably Jabiru 3300/6/120hp
| J. Davis, M.Sc. (comp_sci) | UNIX consultant |
| SysMgr, research programmer | email: jd@uwo.ca |
| Lawson Health Research Inst.| voice: (519) 646 6100 x64166 |
| London, Ontario | fax: (519) 646 6385 |
| Canada | lriweb.sjhc.london.on.ca/~jd |
Microsoft encrypts your Windows NT password when stored on a Windows CE
device. But if you look carefully at their encryption algorithm, they
simply XOR the password with "susageP", Pegasus spelled backwards.
Pegasus is the code name of Windows CE. This is so pathetic it's
staggering.
Message 7
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--> Zenith-List message posted by: g t <wauwis2002@yahoo.com>
Jay, Thank you very much for providing details of your unfortunate experience.
For your peace and mind, I hope the root cause of the failure does become known.
This will go a long way into recoverying from the incident and getting back
into the air, with and without passengers. As far as an emergency landing is
concerned, any emergency landing where all on board walk away, is an excellent
emergency landing. Sure, your pride and pocket book are hurt, but your physical
health and life are priceless. Just ask the family. Thanks for providing
confidence in the Chris Heintz designs. The design, combined with builder intimacy
of his/her aircraft, is a key success factor in emergency situations
like you just experienced. Good Luck in the entire recovery process. Tom
J Davis <jd@lri.sjhc.london.on.ca> wrote:--> Zenith-List message posted by: J Davis
Greetings again...
Just wanted to set down the facts regarding my forced landing on
Saturday, maybe get some carthesis for a badly bruised ego ;')
- Rotax 582, ~240 hours, hasn't missed a beat during this time.
- E.I.S. monitoring all temps, both cylinders.
- Arctic Sparrow in-cabin mixture adjust for tweaking mixture to
match conditions (altitude, temp, prop pitch (Ivo 3-blade quick adjust)
- Wing tanks only, no header, thankfully. Each 42 liters, engine
burns 16l/hr. Both topped with 89 octane as per Rotax specs. Oil
tank topped up. Using left tank whole time. During pre-flight,
removed full tester of fuel from three locations: each tank plus
gascolator mounted at lowest position. No sign of H2O or anything
unusual.
- Returning from Transport Canada Safety Seminar in Woodstock.
Flight there was 1.0 hours into 090@10/15 headwind. EGTs in range
and equal (~1140)
- On return trip, about 2 miles from my home field, I noticed that
one cylinder's egt was dropping, and I smelled a slight exhaust
gas smell.
[side note: Something similar had once occurred, and at the time I
did a 180 and returned to the nearest airport for a precautionary
landing. It was about a 30 minute trip, heart beating, constantly
scanning for a suitable forced landing. However the engine
continued running fine.
Back on the ground, when I removed the cowl, I found a couple of
exhaust system ball-joint springs had broken, allowing exhaust gas
to leak from the joint, explaining both the egt drop (less
back pressure), and the smell.
I carry spare springs, and once replaced, all was back to normal.
That was about 100 hours ago. ]
- Since the closest strip was my own, just a couple of miles away, I
continued, fully expecting to land, remove the cowl, and find a
broke spring or two. I was surprised when the prop stopped.
- Nose down, best glide (angle-of-attack indicator)
- I had spotted a race track that looked like nice grass in the
center. It was 09/27, and since London ATIS had the wind a
09@10/15, I thought the orientation was important, and good, so I
started into a right-hand base for it. I was at about 1800' asl,
local elevation ~800.o I had about 1000' to work with. My first
reaction was to switch to the other tank and attempt a restart,
even there were still more than 15l fuel in the port tank, as
verified by the capacitive probe/EIS. Starter spun fine (no
seizure), but no re-start. There was large transmission line just
to the west, decided I should really avoid that ;')
- Switched fuel (yes, it *was* in the full tank's on position) to
'off', closed the master switch, gave my belts a tug. At this
point I felt confident of successfully landing on the field I had
chosen.
- Didn't notice the small adjacent fenced pasture until I was on
short final, and in retrospect, I think I tried everything I could
to stretch my 'glide'... I thought quickly about a last-minute 90,
but was afraid to touch a wing and cartwheel. I touched down about
20 feet in front of the fence, hit the fence and flipped.
- It was not my 1st flight of the spring, I had about 3 hours after
performing my annual full inspection (which, btw, included
changing out 2 suspicious exhaust springs, plugs, changed gear-box
oil, etc.)
- I may never know why the engine stopped. I have been a defender of
2-strokes in the past, and between the EIS and the mixture control
and the mod '99 blue-head 582, thought I had the best possible
set-up for 2-stroke power plant management. Whatever caused the
engine stoppage may have had nothing to do with the 2-stroke
aspect of the engine, but I have to say that if and when I repair
C-IGGY, I will re-register him as amature-built and go with
another engine.
- At this point, I'm sure everyone has a suggestion as to what I
*should* have tried, *should* have done, and believe me, my head
has been spinning with 'shoulda-wouldas' for two days now,
especially at night, trying to sleep.
[some emotional notes:] I'm just *so* pissed at myself for not
making a good emergency landing in a field w/o a fence... *and*
for not having paid the extra insurance $$ to have been covered
for 'in flight' instead of only while on the ground. I guess I
just feel like an old fool, more than anything, who has now nicely
justified all the people who have said I'm crazy to build and fly
an airplane. The other overwhelming feeling I have is thankfulness
that I had no passenger with me. I doubt I'll ever be able to
bring myself to fly again with a passenger, and that really hurts
because those who know me know how much Jaye and my kids love to
fly with me, going along to the fly-ins and such, navigating with
the maps and all. Maybe that'll change if I continue on building
the Sonex, and it has a real reliable aircraft engine that can be
counted on never to stop in the air... we'll see I guess.
I have no more time now, so I'll get this out to the list as is. Not
sure how much time I'll be able to devote to an on-going list
communication, but if I can't sleep any better than the last two
nights, I should have plenty ;')
My heart-felt thanks to all for your concern.
Oh... my walking away from this incident is fully the result of one
of the best and safest aircraft designs in the industry. Kudos (and
thanks) to Mr Heinz. Only the pilot needs improving ;')
Do not archive
On Mon, 5 May 2003, Gary Gower wrote:
> --> Zenith-List message posted by: Gary Gower
>
> Great that you are fine, is a great notice. Hope the plane is
> rebuildable. We will appreciate all the info ypu can give us.
>
> Saludos
> Gary Gower
> 701 912S
>
> Do not archive.
>
> --- J Davis wrote:
> > --> Zenith-List message posted by: J Davis
> >
> > Greetings Z-list...
> >
> > Things have been a bit hectic the last couple of days, just wanted
> > to say that I'm 100% physically, somewhat less than that
> > psychologically ;')
> >
> > I will compose a detailed account today and post it to this list,
> > just haven't had the chance yet...
> >
> > To be continued...
> >
> > On Sun, 4 May 2003, Chesterman Family wrote:
> >
> > > --> Zenith-List message posted by: Chesterman Family
> >
> > >
> > > I fly with Jay regularly but have not talked to him since this
> > happened. He
> > > is on this list so I am sure when the dust settles he will comment.
> > The
> > > plane had a 582 rotax blue head and was in it when we flew to osh
> > (13 hrs
> > > one way) in 2001. I knew when he got his Sonex finished I would not
> > keep up
> > > but I thought we would still have some adventures this summer with
> > our pair
> > > of 701's
> > > I still stand my conviction that if I have to land a plane in a
> > "bad area"
> > > the slow 701 is my choice.
> > > Dave Chesterman 582-701 188.9 hrs as of last night
> > >
> > > David Barth wrote:
> > >
> > > > --> Zenith-List message posted by: David Barth
> >
> > > >
> > > > Hi List.
> > > > My father-in-law handed me this article today about a
> > > > 701 that had an emergency crash landing near London
> > > > Ontario yesterday. All we know is that Joseph (J)
> > > > Davis of Komoka had an engine failure - engine type
> > > > not mentioned - and had to do an energency landing.
> > > > It was unclom/subscription
> > >
> > --
> > Regards, J.
> >
> > flying: Zenair STOL CH701/582 C-IGGY , > 240 hrs.
> > building: Sonex #325, engine probably Jabiru 3300/6/120hp
> >
> > | J. Davis, M.Sc. (comp_sci) | UNIX consultant |
> > | SysMgr, research programmer | email: jd@uwo.ca |
> > | Lawson Health Research Inst.| voice: (519) 646 6100 x64166 |
> > | London, Ontario | fax: (519) 646 6385 |
> > | Canada | lriweb.sjhc.london.on.ca/~jd |
> >
> >
> >
> >
> >
> >
> >
> >
>
>
> __________________________________
> http://search.yahoo.com
>
>
--
Regards, J.
flying: Zenair STOL CH701/582 C-IGGY , > 240 hrs.
building: Sonex #325, engine probably Jabiru 3300/6/120hp
| J. Davis, M.Sc. (comp_sci) | UNIX consultant |
| SysMgr, research programmer | email: jd@uwo.ca |
| Lawson Health Research Inst.| voice: (519) 646 6100 x64166 |
| London, Ontario | fax: (519) 646 6385 |
| Canada | lriweb.sjhc.london.on.ca/~jd |
Microsoft encrypts your Windows NT password when stored on a Windows CE
device. But if you look carefully at their encryption algorithm, they
simply XOR the password with "susageP", Pegasus spelled backwards.
Pegasus is the code name of Windows CE. This is so pathetic it's
staggering.
---------------------------------
Message 8
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--> Zenith-List message posted by: "HINDE,FRANK (HP-Corvallis,ex1)" <frank.hinde@hp.com>
I been there!...well almost, and what anyone will tell you is you have very
little time to make a plan. Once its made you have almost no time to change
it.
Even if you had have landed in the pasture it could have had plenty of
unknown obstructions in the grass.
Chances are you did'nt even see the fence. If you had it would have been
different...maybe.
The main thing is you walked away so at least you got it onto a level
surface and scrubbed off enough speed to make it survivable.
Good for you...you have my respect!
Frank
Do not archive
-----Original Message-----
From: J Davis [mailto:jd@lri.sjhc.london.on.ca]
Subject: Re: Zenith-List: 701 down
--> Zenith-List message posted by: J Davis <jd@lri.sjhc.london.on.ca>
Greetings again...
Just wanted to set down the facts regarding my forced landing on Saturday,
maybe get some carthesis for a badly bruised ego ;')
Message 9
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--> Zenith-List message posted by: "Steve Dixon" <dix39@charter.net>
"J",
Don't be so hard on yourself, and thank you very much for sharing your
experiance. After reading about your landing I feel much better about
choosing the 701 to build.
I think you did a great job with the emergency landing. To keep things in
perspective please consider that there are no guarantees in this life, and
hindsight is always 20/20. The really important thing is that you were able
to walk away, and I don't believe it was just Chris who made this possible.
Thank you again for sharing.
Steve Dixon
DO NOT ARCHIVE
----- Original Message -----
From: "J Davis" <jd@lri.sjhc.london.on.ca>
Subject: Re: Zenith-List: 701 down
> --> Zenith-List message posted by: J Davis <jd@lri.sjhc.london.on.ca>
>
> Greetings again...
>
> Just wanted to set down the facts regarding my forced landing on
> Saturday, maybe get some carthesis for a badly bruised ego ;')
>
> - Rotax 582, ~240 hours, hasn't missed a beat during this time.
> - E.I.S. monitoring all temps, both cylinders.
> - Arctic Sparrow in-cabin mixture adjust for tweaking mixture to
> match conditions (altitude, temp, prop pitch (Ivo 3-blade quick adjust)
> - Wing tanks only, no header, thankfully. Each 42 liters, engine
> burns 16l/hr. Both topped with 89 octane as per Rotax specs. Oil
> tank topped up. Using left tank whole time. During pre-flight,
> removed full tester of fuel from three locations: each tank plus
> gascolator mounted at lowest position. No sign of H2O or anything
> unusual.
> - Returning from Transport Canada Safety Seminar in Woodstock.
> Flight there was 1.0 hours into 090@10/15 headwind. EGTs in range
> and equal (~1140)
>
> - On return trip, about 2 miles from my home field, I noticed that
> one cylinder's egt was dropping, and I smelled a slight exhaust
> gas smell.
>
> [side note: Something similar had once occurred, and at the time I
> did a 180 and returned to the nearest airport for a precautionary
> landing. It was about a 30 minute trip, heart beating, constantly
> scanning for a suitable forced landing. However the engine
> continued running fine.
>
> Back on the ground, when I removed the cowl, I found a couple of
> exhaust system ball-joint springs had broken, allowing exhaust gas
> to leak from the joint, explaining both the egt drop (less
> back pressure), and the smell.
>
> I carry spare springs, and once replaced, all was back to normal.
> That was about 100 hours ago. ]
>
> - Since the closest strip was my own, just a couple of miles away, I
> continued, fully expecting to land, remove the cowl, and find a
> broke spring or two. I was surprised when the prop stopped.
>
> - Nose down, best glide (angle-of-attack indicator)
>
> - I had spotted a race track that looked like nice grass in the
> center. It was 09/27, and since London ATIS had the wind a
> 09@10/15, I thought the orientation was important, and good, so I
> started into a right-hand base for it. I was at about 1800' asl,
> local elevation ~800.o I had about 1000' to work with. My first
> reaction was to switch to the other tank and attempt a restart,
> even there were still more than 15l fuel in the port tank, as
> verified by the capacitive probe/EIS. Starter spun fine (no
> seizure), but no re-start. There was large transmission line just
> to the west, decided I should really avoid that ;')
>
> - Switched fuel (yes, it *was* in the full tank's on position) to
> 'off', closed the master switch, gave my belts a tug. At this
> point I felt confident of successfully landing on the field I had
> chosen.
>
> - Didn't notice the small adjacent fenced pasture until I was on
> short final, and in retrospect, I think I tried everything I could
> to stretch my 'glide'... I thought quickly about a last-minute 90,
> but was afraid to touch a wing and cartwheel. I touched down about
> 20 feet in front of the fence, hit the fence and flipped.
>
> - It was not my 1st flight of the spring, I had about 3 hours after
> performing my annual full inspection (which, btw, included
> changing out 2 suspicious exhaust springs, plugs, changed gear-box
> oil, etc.)
>
> - I may never know why the engine stopped. I have been a defender of
> 2-strokes in the past, and between the EIS and the mixture control
> and the mod '99 blue-head 582, thought I had the best possible
> set-up for 2-stroke power plant management. Whatever caused the
> engine stoppage may have had nothing to do with the 2-stroke
> aspect of the engine, but I have to say that if and when I repair
> C-IGGY, I will re-register him as amature-built and go with
> another engine.
>
> - At this point, I'm sure everyone has a suggestion as to what I
> *should* have tried, *should* have done, and believe me, my head
> has been spinning with 'shoulda-wouldas' for two days now,
> especially at night, trying to sleep.
>
> [some emotional notes:] I'm just *so* pissed at myself for not
> making a good emergency landing in a field w/o a fence... *and*
> for not having paid the extra insurance $$ to have been covered
> for 'in flight' instead of only while on the ground. I guess I
> just feel like an old fool, more than anything, who has now nicely
> justified all the people who have said I'm crazy to build and fly
> an airplane. The other overwhelming feeling I have is thankfulness
> that I had no passenger with me. I doubt I'll ever be able to
> bring myself to fly again with a passenger, and that really hurts
> because those who know me know how much Jaye and my kids love to
> fly with me, going along to the fly-ins and such, navigating with
> the maps and all. Maybe that'll change if I continue on building
> the Sonex, and it has a real reliable aircraft engine that can be
> counted on never to stop in the air... we'll see I guess.
>
> I have no more time now, so I'll get this out to the list as is. Not
> sure how much time I'll be able to devote to an on-going list
> communication, but if I can't sleep any better than the last two
> nights, I should have plenty ;')
>
> My heart-felt thanks to all for your concern.
>
> Oh... my walking away from this incident is fully the result of one
> of the best and safest aircraft designs in the industry. Kudos (and
> thanks) to Mr Heinz. Only the pilot needs improving ;')
>
> Do not archive
Message 10
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--> Zenith-List message posted by: prm@softhome.net
Seems like you had the same problem as before.The dropping
EGT suggests a richening mix/poor combustion that fouled
a plug before you could get down.
Similar happened to me- the first of 3 in-flight failures in 2
strokes.
I also had a similar problem on landing - a fence "appeared".
I got lucky and got over the fence and promptly stalled the left
wing @ 10' AGL. I got more lucky and plopped down into mud with a
slightly bent left gear as the result. It helped that the stall
speed was 27mph.
We can only respond as we see it in the circumstances
presented to us. Think of it this way. You were lucky you
saw the power line. A lot of people with working engines don't.
So, even though you have a bent plane through circumstances
you probably couldn't do much about anyway, you don't have a
bent spine and all that goes with that.
As for the critics, there's no placating them and who wants to
waste the energy trying to do so?
Best
Perry Morrison
DO NOT ARCHIVE
J Davis writes:
> --> Zenith-List message posted by: J Davis <jd@lri.sjhc.london.on.ca>
>
> Greetings again...
>
> Just wanted to set down the facts regarding my forced landing on
> Saturday, maybe get some carthesis for a badly bruised ego ;')
>
> - Rotax 582, ~240 hours, hasn't missed a beat during this time.
> - E.I.S. monitoring all temps, both cylinders.
> - Arctic Sparrow in-cabin mixture adjust for tweaking mixture to
> match conditions (altitude, temp, prop pitch (Ivo 3-blade quick adjust)
> - Wing tanks only, no header, thankfully. Each 42 liters, engine
> burns 16l/hr. Both topped with 89 octane as per Rotax specs. Oil
> tank topped up. Using left tank whole time. During pre-flight,
> removed full tester of fuel from three locations: each tank plus
> gascolator mounted at lowest position. No sign of H2O or anything
> unusual.
> - Returning from Transport Canada Safety Seminar in Woodstock.
> Flight there was 1.0 hours into 090@10/15 headwind. EGTs in range
> and equal (~1140)
>
> - On return trip, about 2 miles from my home field, I noticed that
> one cylinder's egt was dropping, and I smelled a slight exhaust
> gas smell.
>
> [side note: Something similar had once occurred, and at the time I
> did a 180 and returned to the nearest airport for a precautionary
> landing. It was about a 30 minute trip, heart beating, constantly
> scanning for a suitable forced landing. However the engine
> continued running fine.
>
> Back on the ground, when I removed the cowl, I found a couple of
> exhaust system ball-joint springs had broken, allowing exhaust gas
> to leak from the joint, explaining both the egt drop (less
> back pressure), and the smell.
>
> I carry spare springs, and once replaced, all was back to normal.
> That was about 100 hours ago. ]
>
> - Since the closest strip was my own, just a couple of miles away, I
> continued, fully expecting to land, remove the cowl, and find a
> broke spring or two. I was surprised when the prop stopped.
>
> - Nose down, best glide (angle-of-attack indicator)
>
> - I had spotted a race track that looked like nice grass in the
> center. It was 09/27, and since London ATIS had the wind a
> 09@10/15, I thought the orientation was important, and good, so I
> started into a right-hand base for it. I was at about 1800' asl,
> local elevation ~800.o I had about 1000' to work with. My first
> reaction was to switch to the other tank and attempt a restart,
> even there were still more than 15l fuel in the port tank, as
> verified by the capacitive probe/EIS. Starter spun fine (no
> seizure), but no re-start. There was large transmission line just
> to the west, decided I should really avoid that ;')
>
> - Switched fuel (yes, it *was* in the full tank's on position) to
> 'off', closed the master switch, gave my belts a tug. At this
> point I felt confident of successfully landing on the field I had
> chosen.
>
> - Didn't notice the small adjacent fenced pasture until I was on
> short final, and in retrospect, I think I tried everything I could
> to stretch my 'glide'... I thought quickly about a last-minute 90,
> but was afraid to touch a wing and cartwheel. I touched down about
> 20 feet in front of the fence, hit the fence and flipped.
>
> - It was not my 1st flight of the spring, I had about 3 hours after
> performing my annual full inspection (which, btw, included
> changing out 2 suspicious exhaust springs, plugs, changed gear-box
> oil, etc.)
>
> - I may never know why the engine stopped. I have been a defender of
> 2-strokes in the past, and between the EIS and the mixture control
> and the mod '99 blue-head 582, thought I had the best possible
> set-up for 2-stroke power plant management. Whatever caused the
> engine stoppage may have had nothing to do with the 2-stroke
> aspect of the engine, but I have to say that if and when I repair
> C-IGGY, I will re-register him as amature-built and go with
> another engine.
>
> - At this point, I'm sure everyone has a suggestion as to what I
> *should* have tried, *should* have done, and believe me, my head
> has been spinning with 'shoulda-wouldas' for two days now,
> especially at night, trying to sleep.
>
> [some emotional notes:] I'm just *so* pissed at myself for not
> making a good emergency landing in a field w/o a fence... *and*
> for not having paid the extra insurance $$ to have been covered
> for 'in flight' instead of only while on the ground. I guess I
> just feel like an old fool, more than anything, who has now nicely
> justified all the people who have said I'm crazy to build and fly
> an airplane. The other overwhelming feeling I have is thankfulness
> that I had no passenger with me. I doubt I'll ever be able to
> bring myself to fly again with a passenger, and that really hurts
> because those who know me know how much Jaye and my kids love to
> fly with me, going along to the fly-ins and such, navigating with
> the maps and all. Maybe that'll change if I continue on building
> the Sonex, and it has a real reliable aircraft engine that can be
> counted on never to stop in the air... we'll see I guess.
>
> I have no more time now, so I'll get this out to the list as is. Not
> sure how much time I'll be able to devote to an on-going list
> communication, but if I can't sleep any better than the last two
> nights, I should have plenty ;')
>
> My heart-felt thanks to all for your concern.
>
> Oh... my walking away from this incident is fully the result of one
> of the best and safest aircraft designs in the industry. Kudos (and
> thanks) to Mr Heinz. Only the pilot needs improving ;')
>
> Do not archive
>
>
> On Mon, 5 May 2003, Gary Gower wrote:
>
>> --> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
>>
>> Great that you are fine, is a great notice. Hope the plane is
>> rebuildable. We will appreciate all the info ypu can give us.
>>
>> Saludos
>> Gary Gower
>> 701 912S
>>
>> Do not archive.
>>
>> --- J Davis <jd@lri.sjhc.london.on.ca> wrote:
>> > --> Zenith-List message posted by: J Davis <jd@lri.sjhc.london.on.ca>
>> >
>> > Greetings Z-list...
>> >
>> > Things have been a bit hectic the last couple of days, just wanted
>> > to say that I'm 100% physically, somewhat less than that
>> > psychologically ;')
>> >
>> > I will compose a detailed account today and post it to this list,
>> > just haven't had the chance yet...
>> >
>> > To be continued...
>> >
>> > On Sun, 4 May 2003, Chesterman Family wrote:
>> >
>> > > --> Zenith-List message posted by: Chesterman Family
>> > <chesterman@on.aibn.com>
>> > >
>> > > I fly with Jay regularly but have not talked to him since this
>> > happened. He
>> > > is on this list so I am sure when the dust settles he will comment.
>> > The
>> > > plane had a 582 rotax blue head and was in it when we flew to osh
>> > (13 hrs
>> > > one way) in 2001. I knew when he got his Sonex finished I would not
>> > keep up
>> > > but I thought we would still have some adventures this summer with
>> > our pair
>> > > of 701's
>> > > I still stand my conviction that if I have to land a plane in a
>> > "bad area"
>> > > the slow 701 is my choice.
>> > > Dave Chesterman 582-701 188.9 hrs as of last night
>> > >
>> > > David Barth wrote:
>> > >
>> > > > --> Zenith-List message posted by: David Barth
>> > <davids601xl@yahoo.com>
>> > > >
>> > > > Hi List.
>> > > > My father-in-law handed me this article today about a
>> > > > 701 that had an emergency crash landing near London
>> > > > Ontario yesterday. All we know is that Joseph (J)
>> > > > Davis of Komoka had an engine failure - engine type
>> > > > not mentioned - and had to do an energency landing.
>> > > > It was unclom/subscription
>> > >
>> > --
>> > Regards, J.
>> >
>> > flying: Zenair STOL CH701/582 C-IGGY , > 240 hrs.
>> > building: Sonex #325, engine probably Jabiru 3300/6/120hp
>> >
>> > | J. Davis, M.Sc. (comp_sci) | UNIX consultant |
>> > | SysMgr, research programmer | email: jd@uwo.ca |
>> > | Lawson Health Research Inst.| voice: (519) 646 6100 x64166 |
>> > | London, Ontario | fax: (519) 646 6385 |
>> > | Canada | lriweb.sjhc.london.on.ca/~jd |
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>>
>>
>> __________________________________
>> http://search.yahoo.com
>>
>>
>
> --
> Regards, J.
>
> flying: Zenair STOL CH701/582 C-IGGY , > 240 hrs.
> building: Sonex #325, engine probably Jabiru 3300/6/120hp
>
>
>
> Microsoft encrypts your Windows NT password when stored on a Windows CE
> device. But if you look carefully at their encryption algorithm, they
> simply XOR the password with "susageP", Pegasus spelled backwards.
> Pegasus is the code name of Windows CE. This is so pathetic it's
> staggering.
>
>
>
>
>
>
Message 11
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|
--> Zenith-List message posted by: "John Karnes" <jpkarnes@charter.net>
Jay,
As someone who has made two "unscheduled" landings, I both sympathize
and applaude your efforts. I know your mind was racing during the event and
you were cool as a cucumber! Your decision to keep airspeed up even though
you caught a fence might have saved your life. It would have been so
tempting to try to wring out that last few feet at the expense of your
airspeed. Many an aviator has tried the same thing and nosed in because of
it. My hat is off to you, Jay!
John Karnes
601 HDS
Port Orchard, WA
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