Today's Message Index:
----------------------
1. 02:01 PM - Wants & Needs ()
2. 03:35 PM - Nose fork failure (Bill Naumuk)
3. 03:54 PM - Re: Wants & Needs (Afterfxllc@aol.com)
4. 06:18 PM - Nose gear failure (LarryMcFarland)
5. 08:25 PM - Re: Jay Bannister - OK ? (BobTezyk)
6. 08:43 PM - Re: Re: Jay Bannister - OK ? (LHusky@aol.com)
Message 1
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Mike McKinzie, (901MM ?) is almost ready to fly, but he's having
trouble with the fit of the nose gear pant. He wants to replace it with
an old-style main gear pant, which he intends to modify to fit. If
anyone has one, here's a chance to empty a hook on the wall.
Paul R.
Message 2
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| Subject: | Nose fork failure |
All-
Before you even think of mods to the Zenith nose fork, look at the
Sherman tanks of the industry. Students have been beating the shit out
of C-150s and C-172s for fifty years and their nose gear rarely falls
off. What's the big difference?
do not archive
Bill Naumuk
Townville, Pa.
HDS N601MG/Corvair 95%
Message 3
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| Subject: | Re: Wants & Needs |
I have a set make me an offer....
Jeff
Message 4
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| Subject: | Nose gear failure |
Hi guys,
When I first flew a 601HD with Kelly Meiste, I had a difficult time
keeping the
nose gear off on touch down. At Kelly's insistence, I worked harder on
holding the nose off
for a while until airspeed would let it down more easily. Before that it
was sort of a ka-thump landing.
Since that time, with my Subaru engine and the belly radiator well back,
I have no trouble
greasing the mains and doing a long roll out nose gear up.Without a
focused effort to keep the nose gear up, it would still be
a Ka-thump. I suspect the XL could be the same.
Larry McFarland 601HDS at macsmachine.com
Do not archive
Message 5
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| Subject: | Re: Jay Bannister - OK ? |
Good day all,
I was the pilot flying Jay's airplane. I was helping Jay get the testing under
way. I had a detailed test plan for the flight on my clip board and I was wearing
a parachute. To save time and typing to each one individually, I am including
a portion of the FAA report I wrote about the incident:
"A climb was made to 3500 MSL outside of the Mode C vail. The stall series was
completed and the aircraft was in level flight when the engine started to surge
several times. A turn was immediately made to JWY as the engine returned to
normal. About a minute later, the surges returned. At that point, tanks were
switched, the other coil and fuel pump were selected. Shortly thereafter,
the engine surged several times again and quit.
A plowed field was picked as the best landing spot. Attempts were made to re-start
the engine 3 times with no joy. At 2500 MSL, it was determined that the
plowed field could not be reached so the landing spot was switched to a pasture.
At about 500 AGL, it was noted that the pasture was terraced in the east-west
direction, with the plane on a northerly heading. The decision was made to
maintain the northerly heading and not make a sharp turn to the east as there
was too much danger of a stall/spin condition. At about 5 AGL, the plane was
slowed to stall speed and allowed to settle on the rising terraces.
The aircraft touched down on the upslope of a terrace and re-launched into the
air. The re-launch took the aircraft another 10 feet further before settling
down. Estimated touchdown speed was about 40 MPH.IAS. The touchdown point was
on another upslope. There was no more elevator authority at this speed to keep
the nose wheel off the ground at that speed. The nose wheel caught the upslope
berm and bent back causing the nose to fall to the ground.
Damage sustained was minor. The cowling sheet metal was bent as was the sheet
metal and rudder pedals where the nose gear pushed into the fuselage. The left
wing inertia of coming to a stop pulled the rear attach fitting bolt through
the attach fitting. The spinner sustained some damage being dragged through
the dirt on the under side, but the propeller did not touch the ground. The ground
impact was mild enough to not trigger the ELT.
Upon coming to a stop, all power and switches were verified off and the canopy
was released. The aircraft was exited and a safe distance was maintained. A
walk around of the aircraft was performed and it was determined that no fuel was
leaking."
If the nose wheel had not caught on the berm, there would have been no damage to
the aircraft. My primary flight training kicked in automatically and I made
a deliberate effort to not over control or over maneuver the airplane. My recent
glider rating was a BIG BIG help. Once I stopped trying to restart, my brain
shifted into glider mode and that removed tons of stress. It became just
another glider ride.
Recommendation to you for first flights/ Phase I testing: If you don't get a glider
rating, get enough time in a glider so that landing without an engine is
a not new to you.
Nuf said.
Bob
--------
do not archive
Regards,
Bob Tezyk
N78QT - 601XL QB/ Jab3300
Working on Horizontal Stabilizer
http://neo.datamatrix.com/eaglesnestestates/index.php?option=com_rsgallery2&Itemid=32&catid=23
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=269781#269781
Attachments:
http://forums.matronics.com//files/pic_0044_135.jpg
Message 6
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| Subject: | Re: Jay Bannister - OK ? |
Bob, any early indications of what happened to the engine? Has fuel flow
or ignition been checked yet?
Thanks,
Larry Husky
Madras, Oregon
In a message dated 10/27/2009 8:25:55 P.M. Pacific Daylight Time,
bob@eaglesnestestates.org writes:
--> Zenith-List message posted by: "BobTezyk" <bob@eaglesnestestates.org>
Good day all,
I was the pilot flying Jay's airplane. I was helping Jay get the testing
under way. I had a detailed test plan for the flight on my clip board and
I was wearing a parachute. To save time and typing to each one
individually, I am including a portion of the FAA report I wrote about the incident:
"A climb was made to 3500 MSL outside of the Mode C vail. The stall
series was completed and the aircraft was in level flight when the engine
started to surge several times. A turn was immediately made to JWY as the engine
returned to normal. About a minute later, the surges returned. At that
point, tanks were switched, the other coil and fuel pump were selected.
Shortly thereafter, the engine surged several times again and quit.
A plowed field was picked as the best landing spot. Attempts were made to
re-start the engine 3 times with no joy. At 2500 MSL, it was determined
that the plowed field could not be reached so the landing spot was switched
to a pasture. At about 500 AGL, it was noted that the pasture was terraced
in the east-west direction, with the plane on a northerly heading. The
decision was made to maintain the northerly heading and not make a sharp turn
to the east as there was too much danger of a stall/spin condition. At
about 5 AGL, the plane was slowed to stall speed and allowed to settle on the
rising terraces.
The aircraft touched down on the upslope of a terrace and re-launched into
the air. The re-launch took the aircraft another 10 feet further before
settling down. Estimated touchdown speed was about 40 MPH.IAS. The
touchdown point was on another upslope. There was no more elevator authority
at
this speed to keep the nose wheel off the ground at that speed. The nose
wheel caught the upslope berm and bent back causing the nose to fall to the
ground.
Damage sustained was minor. The cowling sheet metal was bent as was the
sheet metal and rudder pedals where the nose gear pushed into the fuselage.
The left wing inertia of coming to a stop pulled the rear attach fitting
bolt through the attach fitting. The spinner sustained some damage being
dragged through the dirt on the under side, but the propeller did not touch
the ground. The ground impact was mild enough to not trigger the ELT.
Upon coming to a stop, all power and switches were verified off and the
canopy was released. The aircraft was exited and a safe distance was
maintained. A walk around of the aircraft was performed and it was determined
that no fuel was leaking."
If the nose wheel had not caught on the berm, there would have been no
damage to the aircraft. My primary flight training kicked in automatically
and I made a deliberate effort to not over control or over maneuver the
airplane. My recent glider rating was a BIG BIG help. Once I stopped trying
to
restart, my brain shifted into glider mode and that removed tons of
stress. It became just another glider ride.
Recommendation to you for first flights/ Phase I testing: If you don't get
a glider rating, get enough time in a glider so that landing without an
engine is a not new to you.
Nuf said.
Bob
--------
do not archive
Regards,
Bob Tezyk
N78QT - 601XL QB/ Jab3300
Working on Horizontal Stabilizer
http://neo.datamatrix.com/eaglesnestestates/index.php?option=com_rsgallery2&
amp;Itemid=32&catid=23
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=269781#269781
Attachments:
http://forums.matronics.com//files/pic_0044_135.jpg
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