Return-Path: Received: from imf20aec.mail.bellsouth.net ([205.152.59.68] verified) by logan.com (CommuniGate Pro SMTP 4.2.9) with ESMTP id 712048 for flyrotary@lancaironline.net; Mon, 07 Feb 2005 23:14:35 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.68; envelope-from=sqpilot@bellsouth.net Received: from [209.214.44.13] by imf20aec.mail.bellsouth.net (InterMail vM.5.01.06.11 201-253-122-130-111-20040605) with ESMTP id <20050208041302.ZHQP1977.imf20aec.mail.bellsouth.net@[209.214.44.13]> for ; Mon, 7 Feb 2005 23:13:02 -0500 Received: from 127.0.0.1 (AVG SMTP 7.0.300 [265.8.5]); Mon, 07 Feb 2005 22:12:58 -0600 Message-ID: <014801c50d94$77ded3e0$0d2cd6d1@paul52u7f5qyav> From: "Paul" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: Bad day at the airport Date: Mon, 7 Feb 2005 22:12:56 -0600 X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2180 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 Mime-Version: 1.0 Content-Type: multipart/mixed; boundary="=======AVGMAIL-42083C4A652A=======" --=======AVGMAIL-42083C4A652A======= Content-Type: multipart/alternative; boundary="----=_NextPart_000_0145_01C50D62.2D20AF40" ------=_NextPart_000_0145_01C50D62.2D20AF40 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Re: [FlyRotary] Bad day at the airport ----- Original Message -----=20 From: Bulent Aliev=20 To: Rotary motors in aircraft=20 Sent: Monday, February 07, 2005 9:55 PM Subject: [FlyRotary] Re: Bad day at the airport On 2/7/05 9:09 PM, "Paul" wrote: On Sunday I decided to do a little "tweaking" on the ECU fuel = mixtures on my 13b powered SQ2000. I had the larger 3 bladed = Performance prop on, and just wasn't getting the rpm's I wanted, so I = put the smaller dia/less pitch prop on and took it to the end of the = runway and once I was lined up on the runway, advanced the throttle to = wide open. RPM's were only around 5100, but I have flown it that way = before, so I decided to go ahead and try to work with the mixture = programming at 5000 feet. Acceleration was normal, liftoff in less than = 2000 feet, and started my climb. At approximately 250 feet, the engine = started failing rapidly. I tried various throttle positions, with no = improvement. Unable to maintain altitude. I immediately started a left = turn, hoping maybe the engine would recover enough to just get me to 500 = feet downwind so I would have a chance of making the runway. No such = luck. I was now heading back toward the center of the airport at = approximately 100 feet and descending. I wanted to land on the center = turn-off section in the middle of the airport, but that would have me = landing straight towards several parked aircraft and the main hangar. = Not the best option. There is a newly paved area slightly to my left, = where aircraft may be tied down in the future, but it was empty for now. = I was out of options and altitude. I crossed the runway at less than 50 = feet. I didn't want to land going across the runway, because the grass = and mud I would encounter after rolling across the runway would probably = flip the aircraft over. I headed for the new aircraft tie-down area, and = attacked it at a 45 degree angle to get as much "runway" as possible. I = held it off until I was over the parallel taxiway, and landed on the = parallel taxiway (the short way, of course) and with heavy braking, = began skidding across the aircraft tie-down area. (See attached photos). = I knew I couldn't stop in that short a distance, but hopefully when I = went off the other end of the pavement, I would not be going as fast. = The nose was dipped down at an angle from all the heavy braking, so I = had a nice view of what was coming. Grass, mud and a ditch. The = aircraft kept slowing down, and as I ran out of pavement, I wasn't going = all that fast. I probably only went 10 feet past the end of the paved = area into the grass and came to a stop. Missed the ditch by almost 5 = feet !!! No problem...that was fun !!! Just don't care to do it again. = I restarted the engine and taxiied back to the hangar, pretending = nothing had happened. I don't know what to do at this point. I don't = care to have this much fun again anytime soon. I'm torn between a = carburetor and a Cessna. Paul Conner Sorry to hear about your experience Paul. One question: How did you = get the nose wheel to skid :) I hope you are not to scared to test fly mine? Buly Hi, Buly....Obviously, I don't have brakes installed on the nosewheel. = When I hit the brakes (Glad I spent the extra money on the Grove heavy = duty units), the nosewheel retracted considerably (the spring in the = Jack Wilhelmson noselift let it do this). My best guess is that there = was so much downward force on the nosewheel that it started to skid, = prior to spooling up. The nosewheel skid marks disappear about 1/2 way = through the "practice emergency landing maneuver". It obviously = eventually started rolling about 1/2 way across the ramp, as the = nosewheel skid lightens up and then disappears, but the two outboard = wheels continued to leave skid marks until coming to a complete stop. I = need to practice that maneuver more often. That tie-down apron is 600 = feet wide....I bet I can do it in 500 feet with a little planning and = practice. The book says I need 2000 feet to land the SQ2000, but = obviously they don't know how to land an airplane (grin). I think I = used up 8 of my 9 lives. Take care. Paul Conner -------------------------------------------------------------------------= ----- No virus found in this incoming message. Checked by AVG Anti-Virus. Version: 7.0.300 / Virus Database: 265.8.5 - Release Date: 2/3/2005 ------=_NextPart_000_0145_01C50D62.2D20AF40 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Re: [FlyRotary] Bad day at the airport
 
----- Original Message -----
From:=20 Bulent=20 Aliev
Sent: Monday, February 07, 2005 = 9:55=20 PM
Subject: [FlyRotary] Re: Bad = day at the=20 airport

On = 2/7/05 9:09=20 PM, "Paul" <sqpilot@bellsouth.net>=20 wrote:
On = Sunday I=20 decided to do a little "tweaking" on the ECU fuel mixtures on my 13b = powered=20 SQ2000.  I had the larger 3 bladed Performance prop on, and = just wasn't=20 getting the rpm's I wanted, so I put the smaller dia/less pitch prop = on and=20 took it to the end of the runway and once I was lined up on the = runway,=20 advanced the throttle to wide open. RPM's were only around 5100, but = I have=20 flown it that way before, so I decided to go ahead and try to work = with the=20 mixture programming at 5000 feet.  Acceleration was normal, = liftoff in=20 less than 2000 feet, and started my climb. At approximately 250 = feet, the=20 engine started failing rapidly. I tried various throttle positions, = with no=20 improvement. Unable to maintain altitude. I immediately started a = left turn,=20 hoping maybe the engine would recover enough to just get me to 500 = feet=20 downwind so I would have a chance of making the runway. No such = luck.=20  I was now heading back toward the center of the airport at=20 approximately 100 feet and descending.  I wanted to land on the = center=20 turn-off section in the middle of the airport, but that would have = me=20 landing straight towards several parked aircraft and the main = hangar.=20  Not the best option.  There is a newly paved area = slightly to my=20 left, where aircraft may be tied down in the future, but it was = empty for=20 now. I was out of options and altitude. I crossed the runway at less = than 50=20 feet. I didn't want to land going across the runway, because the = grass and=20 mud I would encounter after rolling across the runway would probably = flip=20 the aircraft over. I headed for the new aircraft tie-down area, and = attacked=20 it at a 45 degree angle to get as much "runway" as possible.  I = held it=20 off until I was over the parallel taxiway, and landed on the = parallel=20 taxiway (the short way, of course) and with heavy braking, began = skidding=20 across the aircraft tie-down area. (See attached photos).  I = knew I=20 couldn't stop in that short a distance, but hopefully when I went = off the=20 other end of the pavement, I would not be going as fast.  The = nose was=20 dipped down at an angle from all the heavy braking, so I had a nice = view of=20 what was coming. Grass, mud and a ditch.  The aircraft kept = slowing=20 down, and as I ran out of pavement, I wasn't going all that fast. I = probably=20 only went 10 feet past the end of the paved area into the grass and = came to=20 a stop.  Missed the ditch by almost 5 feet !!!  No = problem...that=20 was fun !!! Just don't care to do it again.  I restarted the = engine and=20 taxiied back to the hangar, pretending nothing had happened. I don't = know=20 what to do at this point.  I don't care to have this much fun = again=20 anytime soon.  I'm torn between a carburetor and a Cessna. =  Paul=20 Conner

Sorry to hear about your experience Paul. One question: How = did you=20 get the nose wheel to skid :)
I hope you are not to scared to test = fly=20 mine?
Buly
 
Hi, Buly....Obviously, I don't have = brakes=20 installed on the nosewheel.  When I hit the brakes (Glad I spent = the=20 extra money on the Grove heavy duty units), the nosewheel retracted=20 considerably (the spring in the Jack Wilhelmson noselift let it do = this). My=20 best guess is that there was so much downward force on the nosewheel = that it=20 started to skid, prior to spooling up.  The nosewheel skid marks=20 disappear about 1/2 way through the "practice emergency landing=20 maneuver".  It obviously eventually started rolling about 1/2 way = across=20 the ramp, as the nosewheel skid lightens up and then disappears, but = the two=20 outboard wheels continued to leave skid marks until coming to a = complete stop.=20 I need to practice that maneuver more often.  That tie-down apron = is 600=20 feet wide....I bet I can do it in 500 feet with a little planning and=20 practice. The book says I need 2000 feet to land the SQ2000, but = obviously=20 they don't know how to land an airplane (grin).  I think I used = up 8 of=20 my 9 lives.  Take care.  Paul = Conner

No virus found in this incoming message.
Checked by AVG=20 Anti-Virus.
Version: 7.0.300 / Virus Database: 265.8.5 - Release = Date:=20 2/3/2005
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