316
Hangar Flying / EAA fly-in PTB Virginia October 1-2
« on: October 01, 2005, 05:39:06 PM »
The stainless steel hose fittings that I was waiting on came----but they sent the wrong size. Won't be able to make it to Dinwiddie
Show Posts
This section allows you to view all posts made by this member. Note that you can only see posts made in areas you currently have access to.
317
Hangar Flying / EAA fly-in PTB Virginia October 1-2
« on: September 30, 2005, 04:27:57 PM »
I should have the plane back together by Saturday---and be able to make it out for Sunday
318
Hangar Flying / varieze tie down
« on: September 26, 2005, 05:21:09 PM »
Page 24-3 in the Varieze plans
319
Hangar Flying / Putting an 0320 on a Longez
« on: September 25, 2005, 10:36:38 AM »
<snip>Can you give me a sense of how the bigger engine affected take-off performance and cruise. <snip
There are some pretty major effects with the larger engine:
-climb rate solo went from ~500 fpm to >2000 fpm
-Could get off the ground a lot sooner-----I routinely operated out of 2000 ft strips (even overgross). Caution for new guys----landing on a 2K strip is not a new guy thing to do----new guys should be getting proficient on 4K strips. After you become a proficient guy, takeoffs become the problem with an 0235.
-I set my cruise for 175 mph IAS for all altitudes up to 10K----that came out to about 75% power. There was a lot of aerodynamic clean up potential left in my longez (gear leg fairings, and lower cowl cleanup (smooth out sumps, remove engine humps on bottom, etc).
Once you fly with the bigger engine, you will wonder why you were ever flying around with the smaller engine. A 360 is probably overkill. The more weight you add, the less fun the plane feels.
My O320 was ported and polished---had high compression pistons----ram carb, 4 exhaust pipes
By the way, the Cozy MKIV is much more maneuverable than the longez. My personal min runway length for the Cozy is 3K.
There are some pretty major effects with the larger engine:
-climb rate solo went from ~500 fpm to >2000 fpm
-Could get off the ground a lot sooner-----I routinely operated out of 2000 ft strips (even overgross). Caution for new guys----landing on a 2K strip is not a new guy thing to do----new guys should be getting proficient on 4K strips. After you become a proficient guy, takeoffs become the problem with an 0235.
-I set my cruise for 175 mph IAS for all altitudes up to 10K----that came out to about 75% power. There was a lot of aerodynamic clean up potential left in my longez (gear leg fairings, and lower cowl cleanup (smooth out sumps, remove engine humps on bottom, etc).
Once you fly with the bigger engine, you will wonder why you were ever flying around with the smaller engine. A 360 is probably overkill. The more weight you add, the less fun the plane feels.
My O320 was ported and polished---had high compression pistons----ram carb, 4 exhaust pipes
By the way, the Cozy MKIV is much more maneuverable than the longez. My personal min runway length for the Cozy is 3K.
320
Hangar Flying / Putting an 0320 on a Longez
« on: September 24, 2005, 07:34:05 PM »
Thought the following would be helpful for those contemplating this. I have before and after pix on my web site. One comment on engine temps: As you will see, my O235 was running way too hot. You will want Lyc temps to always be below 400 F (downdraft cooling as measured at the bayonettes--------make corrections as documented on many sites about updraft cooling)
Longez 0320 Mod
I recently switched out my dead 0235-L2C for an 0320-EXP. December 2001, I heard funny noises coming from my engine (sounded like a rattling exhaust pipe) just after I got airborne. The number 4 cylinder was getting real hot so I throttled back and stopped my climb at about 1500 ft which let the cylinder cool off. I let myself get away from the traffic pattern (always a big mistake) and decided to climb since I did not like being away from the airport at such a low altitude. Right after I added power the engine made lots of noise like a car when it loses a muffler on the highway. At the same time was a strong oil odor. At this point I was about 5 nm from Camarillo (my home airfield) but a little closer to Santa Paula which is a small and tricky runway to get into. I throttled back to idle and after about a 5 second hesitation of pointing halfway between Camarillo and Santa Paula, I turned toward Camarillo and declared an emergency. I saved the nose gear until I absolutely had the runway made and even had to use the speed brake and deployed rudders to land----boy the Longez can sure glide.
The number 4 cylinder had a hole in it and actually torched my cowl a little bit. I pulled the cylinder and found enough cam wear to warrant splitting the case. With well over a thousand hours on the engine, I decided to replace the whole engine.
New engine issues:
-Want Bigger. I was never satisfied with my 0235. I only flew at 120 kts, the climb rate was only 500 fpm or so and getting out of short fields was sometimes difficult. Lycon of California built my new engine and took my 0235 core ($3,500) as part of the deal. They put on NFS custom forged 10.1 compression pistons; port, polish, and flow balanced the cylinders. I stayed with a carburetor and mags due to trying to stay within a budget (but not convinced this was a good budget decision).
-Engine Mount.
I knew that I needed to beef up the engine mount, but I did not know how. I contacted Dave Ronneburg at Renaissance and asked if he could help. He told me to bring my mount in and he would beef it up. Basically, two new support arms were added to the upper two biscuits (one support arm for each).
-Engine Mount extrusions.
I talked to many people about the engine mount extrusions. I found three camps of people. The right way appears to be to change out all four extrusions and replace them with ones that have a ½ inch longer vertical web. Others said don’t do anything. The third group said to only worry about the upper extrusions. I decided to only worry about the upper extrusions. Like I said, the right way is probably to change out all four but the lower ones are going to be a lot of work. However, if you are going to change out the lower extrusions, this would be a great time to make a common fuel sump since you are going to have to cut the original sumps off to get at the extrusions.
The bolt heads of the engine mount extrusions are underneath the skin of the outer fuselage. I used a stud finder (the cheap magnet kind) to find and mark the bolt heads. I then used a drill to dig into the skin so I could put a rachet on the bolt heads. Removing the bolts was fairly easy, but I had to use a sledge hammer to coax the extrusions out. Make sure you use a dremel to carefully remove any material that may be in the way of driving out the extrusion (don’t damage the spar!).
Boeing engineer and Varieze driver Joe Person gave me detailed directions on how to match drill the extrusions. You want the bolts to fit exactly with no slop. This is what Joe sent me (thanks Joe for your help----I really appreciate it!).
“What you make is a jig block out of ¾ inch particle board (or something similar). Straight and flat wood-I prefer particle board for easy drilling, and you can often get 2 by 4 foot sections at many large home improvement retailers). Screw & glue the pieces together (use a piece of new extrusion to make sure both extrusion faces nest against the jig, in full contact).
Take an existing extrusion, nest it into the jig block, and install some sort of “stop” on one end of the jig block (a clamped small piece of wood works). This sets the fore/aft position of the extrusion. With the extrusion against the stop, drill back through the jig block at the 4 holes in the extrusion (at the holes that are common to the c-section spar and the upper longeron). Enlarge these holes (to about ¾ inch, or more if necessary) in the jig block so that a precision drill bushing will sit down inside the big hole, and touch the extrusion. The sketch shows the basic detail at two of the four holes in the set-up-the “horizontal” holes in the jig and the extrusion are done in the same manner with drill bushings and large holes in the jig block.
Once you have the 4 holes oversized, clamp the existing extrusion back into the jig block, mix up some Bondo, and , with long-enough ¼ inch bolts (better yet, use a ¼ inch drill bit for the alignment-it’s more accurate), Bondo the drill bushings into the large holes in the jig block, It is likely that the holes in the existing extrusions are “sloppy”-do your best to “average out” the long axis of the ¼ inch bolt/bit, with respect to the hole (the bolt/bit will wobble in the hole in the extrusion-center the bolt/bit in the “wobble boundary” as best you can before the Bondo cures. You could, with help, find the approximate “center” of the wobble, and get a helper to tack the bushing in place with super glue & backing soda, prior to Bondo application). After the Bondo cures in all 4 locations, pop the existing extrusion off, clamp in a new extrusion, and drill away. Do this process for each extrusion.”
-Engine Install.
Two big hints here. Number one, when you try to put the engine on to the mount, you will have a much easier time if the nose gear is extended. Number two, make sure you have the little oil pressure fitting in place before you put the engine on the mount. I discovered this the hard way and had to bring the engine hoist back over, get the weight off the mount, loosen the 4 bolts, and tilt the engine back so I could get the fitting in.
-Brake Master Cylinders.
One bad thing with the 0320 with mags----the original master cylinders don’t fit-------well, actually they do, but they are touching (not good). Hal Hunt did some welding on my rudder pedals so that I could move the master cylinders up by my feet. It was a little more of a challenge since I have a short nose.
-Engine Heat.
I always had heat issues with the old engine. Temps would climb to 450F in a climb and stabilize at 435F for cruise---and with updraft cooling, the temps are actually worse than the readings. I wanted to be in the 325 to 375F region for cruise. Oil cooling was never a problem. I did make a channel to give some spot cooling to the number 4 cylinder, but I am convinced that spot cooling is bad for an engine (in my case, I think that I was just cooling off the thermocouple). I decided that I wanted to go to down draft cooling. Down draft cooling is more “normal”, Lycoming engine temps are based on down draft cooling, the air is direct and does not need to make a 90 degree bend to get to the cylinder. Also, there was no way I was going to spend a small fortune on an engine and go back to the same cooling scheme that I had. The other thing that I liked about down draft cooling was that the baffling is so much simpler to make. Basically, the bottom half of the engine does not have to be walled off. You don’t have to build complicated shapes to get around the starter, alternator, oil cooler (mine is on the back), and lower cowl. I borrowed lot of baffling ideas from a lot of different aircraft but used the Berkut for most of my ideas. In particular from the Berkut, is that I used a nice flat piece of metal all across the back of the engine and used “shelves” to fill in the gaps made by the cylinder contours. The original Longeze “back wall” has many bends all over the place and is pretty complicated to build. Like most down draft cooling machines, I have no inter-cylinder baffles on the upper side of the engine. The lower inter-cylinder baffles are the standard set that came with the engine.
The bad news in this whole evolution was that I had to build scoops for the upper cowl. George Shell has some great pictures of his scoops on the internet. The only difference with my upper cowl from his was that I built in an oil door. Like George Shell, I closed off the Naca scoop and have connections for carb ram air, oil cooling, alternator cooling, and mag/vacuum pump cooling.
Accessories and Stuff.
-Hal Hunt 4 in/4 out pipes
-Hal Hunt ram air box
-Vacuum pump from my old engine
-B&C 90 degree oil filter adapter from my old engine
-Oil cooler from my old engine
-Nipon Denso alternator from my old engine
-EI Engine Monitor (4 CHT, 4EGT, and MP)
-Electric primer (guarded switch turns on fuel pump and opens solenoid to prime cyls)
Throttle/Mixture Cables.
I spent a couple of weekends trying to hook up the throttle/mixture cables. The trouble that I was having was that the “bike” pull cables did not have the authority to move the throttle or mixture cables without using some hefty springs. With my 0235, I did not have to overpower an accelerator pump. If something happened to the springs on my 0320 in flight, I would be in real trouble. I abandoned this approach and installed push-pull cables. I ended up having to dremel off the top of the front and rear cockpit armrests to get at everything. If I did this again, I would remove the whole front left armrest and reglass it when done.
I used a throttle/mixture arm support for the 0320 engine that Vans aircraft sells. I had to remove a little material from their bracket to get it to work for me and I had to bend the mixture tab to a slightly different angle.
Marking the opening in the firewall for the throttle and mixture cables to pass through was kind of tricky. I used a scrap piece of throttle cable to feed from the carburetor throttle arm through the bracket to the firewall. I marked the firewall where the cable hit and drilled through it. Keep the number of cable bends to a minimum. Don’t make sharp bends. I also used a small squirt of graphite inside the control cable sheath.
Ram Air Box.
Hal Hunt builds a great ram air box. I had to remove some material from the throttle/mixture support bracket so that the carb heat hose would not rub on the bracket. Also, my lower cowl would not fit with the new ram air box. Hal Hunt gives great directions on how to remedy this kind of situation. One is really easy and involves letting the carb sit deeper in the box. The second solution is to let the box sit in at an angle, and the third and most hard solution is to recontour the cowl. Of course I picked the harder route and recontoured the cowl. I had other issues than the carb air box such as the intake tubes. I also extended the inlet of the ram air box to a slip joint on the walled off NACA scoop.
Lower Cowl
I cut a hole large enough in the lower cowl for the ram air box to fit through. I then attached it to the aircraft. I then took gray tape and taped over the hole which gave me the general shape of the ram air box (boy did it leave a big bump!). I then carefully took off the cowl and set it into a chair with arms bottom side down (did not want the bump to be pressed in by the seat bottom). I then filled up the bump with a can of pour foam and let it sit overnight. The pour foam puffed out the gray tape a little more which was good. I took off the tape and put new/neater tape job on. I dammed up the sides of the cowl and put several cans of pour foam in to give my a new cowl shape. I used a butcher knife to get me a good shape. The job of the gray tape on the bump was to let me know when I was getting too close to the ram air box with my butcher knife. The lower cowl is kind of boat-tailish but does not come to a point. Instead, it is open to just let the air flow through. I have a rather large opening in the back of the plane (cooling is my number one concern).
Longez 0320 Mod
I recently switched out my dead 0235-L2C for an 0320-EXP. December 2001, I heard funny noises coming from my engine (sounded like a rattling exhaust pipe) just after I got airborne. The number 4 cylinder was getting real hot so I throttled back and stopped my climb at about 1500 ft which let the cylinder cool off. I let myself get away from the traffic pattern (always a big mistake) and decided to climb since I did not like being away from the airport at such a low altitude. Right after I added power the engine made lots of noise like a car when it loses a muffler on the highway. At the same time was a strong oil odor. At this point I was about 5 nm from Camarillo (my home airfield) but a little closer to Santa Paula which is a small and tricky runway to get into. I throttled back to idle and after about a 5 second hesitation of pointing halfway between Camarillo and Santa Paula, I turned toward Camarillo and declared an emergency. I saved the nose gear until I absolutely had the runway made and even had to use the speed brake and deployed rudders to land----boy the Longez can sure glide.
The number 4 cylinder had a hole in it and actually torched my cowl a little bit. I pulled the cylinder and found enough cam wear to warrant splitting the case. With well over a thousand hours on the engine, I decided to replace the whole engine.
New engine issues:
-Want Bigger. I was never satisfied with my 0235. I only flew at 120 kts, the climb rate was only 500 fpm or so and getting out of short fields was sometimes difficult. Lycon of California built my new engine and took my 0235 core ($3,500) as part of the deal. They put on NFS custom forged 10.1 compression pistons; port, polish, and flow balanced the cylinders. I stayed with a carburetor and mags due to trying to stay within a budget (but not convinced this was a good budget decision).
-Engine Mount.
I knew that I needed to beef up the engine mount, but I did not know how. I contacted Dave Ronneburg at Renaissance and asked if he could help. He told me to bring my mount in and he would beef it up. Basically, two new support arms were added to the upper two biscuits (one support arm for each).
-Engine Mount extrusions.
I talked to many people about the engine mount extrusions. I found three camps of people. The right way appears to be to change out all four extrusions and replace them with ones that have a ½ inch longer vertical web. Others said don’t do anything. The third group said to only worry about the upper extrusions. I decided to only worry about the upper extrusions. Like I said, the right way is probably to change out all four but the lower ones are going to be a lot of work. However, if you are going to change out the lower extrusions, this would be a great time to make a common fuel sump since you are going to have to cut the original sumps off to get at the extrusions.
The bolt heads of the engine mount extrusions are underneath the skin of the outer fuselage. I used a stud finder (the cheap magnet kind) to find and mark the bolt heads. I then used a drill to dig into the skin so I could put a rachet on the bolt heads. Removing the bolts was fairly easy, but I had to use a sledge hammer to coax the extrusions out. Make sure you use a dremel to carefully remove any material that may be in the way of driving out the extrusion (don’t damage the spar!).
Boeing engineer and Varieze driver Joe Person gave me detailed directions on how to match drill the extrusions. You want the bolts to fit exactly with no slop. This is what Joe sent me (thanks Joe for your help----I really appreciate it!).
“What you make is a jig block out of ¾ inch particle board (or something similar). Straight and flat wood-I prefer particle board for easy drilling, and you can often get 2 by 4 foot sections at many large home improvement retailers). Screw & glue the pieces together (use a piece of new extrusion to make sure both extrusion faces nest against the jig, in full contact).
Take an existing extrusion, nest it into the jig block, and install some sort of “stop” on one end of the jig block (a clamped small piece of wood works). This sets the fore/aft position of the extrusion. With the extrusion against the stop, drill back through the jig block at the 4 holes in the extrusion (at the holes that are common to the c-section spar and the upper longeron). Enlarge these holes (to about ¾ inch, or more if necessary) in the jig block so that a precision drill bushing will sit down inside the big hole, and touch the extrusion. The sketch shows the basic detail at two of the four holes in the set-up-the “horizontal” holes in the jig and the extrusion are done in the same manner with drill bushings and large holes in the jig block.
Once you have the 4 holes oversized, clamp the existing extrusion back into the jig block, mix up some Bondo, and , with long-enough ¼ inch bolts (better yet, use a ¼ inch drill bit for the alignment-it’s more accurate), Bondo the drill bushings into the large holes in the jig block, It is likely that the holes in the existing extrusions are “sloppy”-do your best to “average out” the long axis of the ¼ inch bolt/bit, with respect to the hole (the bolt/bit will wobble in the hole in the extrusion-center the bolt/bit in the “wobble boundary” as best you can before the Bondo cures. You could, with help, find the approximate “center” of the wobble, and get a helper to tack the bushing in place with super glue & backing soda, prior to Bondo application). After the Bondo cures in all 4 locations, pop the existing extrusion off, clamp in a new extrusion, and drill away. Do this process for each extrusion.”
-Engine Install.
Two big hints here. Number one, when you try to put the engine on to the mount, you will have a much easier time if the nose gear is extended. Number two, make sure you have the little oil pressure fitting in place before you put the engine on the mount. I discovered this the hard way and had to bring the engine hoist back over, get the weight off the mount, loosen the 4 bolts, and tilt the engine back so I could get the fitting in.
-Brake Master Cylinders.
One bad thing with the 0320 with mags----the original master cylinders don’t fit-------well, actually they do, but they are touching (not good). Hal Hunt did some welding on my rudder pedals so that I could move the master cylinders up by my feet. It was a little more of a challenge since I have a short nose.
-Engine Heat.
I always had heat issues with the old engine. Temps would climb to 450F in a climb and stabilize at 435F for cruise---and with updraft cooling, the temps are actually worse than the readings. I wanted to be in the 325 to 375F region for cruise. Oil cooling was never a problem. I did make a channel to give some spot cooling to the number 4 cylinder, but I am convinced that spot cooling is bad for an engine (in my case, I think that I was just cooling off the thermocouple). I decided that I wanted to go to down draft cooling. Down draft cooling is more “normal”, Lycoming engine temps are based on down draft cooling, the air is direct and does not need to make a 90 degree bend to get to the cylinder. Also, there was no way I was going to spend a small fortune on an engine and go back to the same cooling scheme that I had. The other thing that I liked about down draft cooling was that the baffling is so much simpler to make. Basically, the bottom half of the engine does not have to be walled off. You don’t have to build complicated shapes to get around the starter, alternator, oil cooler (mine is on the back), and lower cowl. I borrowed lot of baffling ideas from a lot of different aircraft but used the Berkut for most of my ideas. In particular from the Berkut, is that I used a nice flat piece of metal all across the back of the engine and used “shelves” to fill in the gaps made by the cylinder contours. The original Longeze “back wall” has many bends all over the place and is pretty complicated to build. Like most down draft cooling machines, I have no inter-cylinder baffles on the upper side of the engine. The lower inter-cylinder baffles are the standard set that came with the engine.
The bad news in this whole evolution was that I had to build scoops for the upper cowl. George Shell has some great pictures of his scoops on the internet. The only difference with my upper cowl from his was that I built in an oil door. Like George Shell, I closed off the Naca scoop and have connections for carb ram air, oil cooling, alternator cooling, and mag/vacuum pump cooling.
Accessories and Stuff.
-Hal Hunt 4 in/4 out pipes
-Hal Hunt ram air box
-Vacuum pump from my old engine
-B&C 90 degree oil filter adapter from my old engine
-Oil cooler from my old engine
-Nipon Denso alternator from my old engine
-EI Engine Monitor (4 CHT, 4EGT, and MP)
-Electric primer (guarded switch turns on fuel pump and opens solenoid to prime cyls)
Throttle/Mixture Cables.
I spent a couple of weekends trying to hook up the throttle/mixture cables. The trouble that I was having was that the “bike” pull cables did not have the authority to move the throttle or mixture cables without using some hefty springs. With my 0235, I did not have to overpower an accelerator pump. If something happened to the springs on my 0320 in flight, I would be in real trouble. I abandoned this approach and installed push-pull cables. I ended up having to dremel off the top of the front and rear cockpit armrests to get at everything. If I did this again, I would remove the whole front left armrest and reglass it when done.
I used a throttle/mixture arm support for the 0320 engine that Vans aircraft sells. I had to remove a little material from their bracket to get it to work for me and I had to bend the mixture tab to a slightly different angle.
Marking the opening in the firewall for the throttle and mixture cables to pass through was kind of tricky. I used a scrap piece of throttle cable to feed from the carburetor throttle arm through the bracket to the firewall. I marked the firewall where the cable hit and drilled through it. Keep the number of cable bends to a minimum. Don’t make sharp bends. I also used a small squirt of graphite inside the control cable sheath.
Ram Air Box.
Hal Hunt builds a great ram air box. I had to remove some material from the throttle/mixture support bracket so that the carb heat hose would not rub on the bracket. Also, my lower cowl would not fit with the new ram air box. Hal Hunt gives great directions on how to remedy this kind of situation. One is really easy and involves letting the carb sit deeper in the box. The second solution is to let the box sit in at an angle, and the third and most hard solution is to recontour the cowl. Of course I picked the harder route and recontoured the cowl. I had other issues than the carb air box such as the intake tubes. I also extended the inlet of the ram air box to a slip joint on the walled off NACA scoop.
Lower Cowl
I cut a hole large enough in the lower cowl for the ram air box to fit through. I then attached it to the aircraft. I then took gray tape and taped over the hole which gave me the general shape of the ram air box (boy did it leave a big bump!). I then carefully took off the cowl and set it into a chair with arms bottom side down (did not want the bump to be pressed in by the seat bottom). I then filled up the bump with a can of pour foam and let it sit overnight. The pour foam puffed out the gray tape a little more which was good. I took off the tape and put new/neater tape job on. I dammed up the sides of the cowl and put several cans of pour foam in to give my a new cowl shape. I used a butcher knife to get me a good shape. The job of the gray tape on the bump was to let me know when I was getting too close to the ram air box with my butcher knife. The lower cowl is kind of boat-tailish but does not come to a point. Instead, it is open to just let the air flow through. I have a rather large opening in the back of the plane (cooling is my number one concern).
321
Hangar Flying / Drew's Longez coming up for sale shortly---50K
« on: September 23, 2005, 10:02:28 PM »
In the end, you know you are overpriced when you can't move the product (car, house, airplane...whatever). I was willing to wait over a year before I even thought about coming down in price---to tell you the truth...I was not that willing to part with it. I had several serious lookers---and moved the product within 6 weeks of being up for sale.
Sure...you can get a long for a lower price.
Sure...you can get a long for a lower price.
322
Hangar Flying / Drew's Longez coming up for sale shortly---50K
« on: September 23, 2005, 06:22:14 PM »
Before buying my Cozy, I sold my Longez to a Doc (Chuck) in Biloxi. My wife and I flew the plane down there and trained him up in it. The plane was located at Stennis airport. Before Katrina hit, he sent his family to another state. After Katrina hit, he was pretty much living at the hospital. He finally got a chance to get to the airport to check out the plane. Here is his letter:
Hello Drew
I hate to tell you this but I finally got to see the airplane last week.
The little plane looked reasonably well from a distance but when I got closer I saw the water lines. What had happened was that the
water in the hanger[same one that we worked on the plane] had risen to
approximately 8-10 feet . The plane had possible floated but when the water receded the plane came to a rest with the tail and
engine in the water and the nose up.
The A&P went over the plane with me and told me that to repair it would
be a major project including rebuilding the engine and replacing all of the control surface hinges and cables . Also all of the wheels and lower metal structures would have to be replaced and he said that would just be a start.
I called the insurance adjuster and he came to see the plane and
immediately totaled the plane. He said that the cost of repair would be much greater than the policy and the insurance companies were not interested in paying for plane that had been submerged in salt water. So there the saga has ended. Sorry that I am reporting this bad news
because I know that you hated to get rid off it and had put a lot of
work into it. Hope Joellyn is doing well and the cozy project is coming along.
Chuck
Hello Drew
I hate to tell you this but I finally got to see the airplane last week.
The little plane looked reasonably well from a distance but when I got closer I saw the water lines. What had happened was that the
water in the hanger[same one that we worked on the plane] had risen to
approximately 8-10 feet . The plane had possible floated but when the water receded the plane came to a rest with the tail and
engine in the water and the nose up.
The A&P went over the plane with me and told me that to repair it would
be a major project including rebuilding the engine and replacing all of the control surface hinges and cables . Also all of the wheels and lower metal structures would have to be replaced and he said that would just be a start.
I called the insurance adjuster and he came to see the plane and
immediately totaled the plane. He said that the cost of repair would be much greater than the policy and the insurance companies were not interested in paying for plane that had been submerged in salt water. So there the saga has ended. Sorry that I am reporting this bad news
because I know that you hated to get rid off it and had put a lot of
work into it. Hope Joellyn is doing well and the cozy project is coming along.
Chuck
323
Hangar Flying / emergency ldg in Cozy MKIV--all is well--little embarrassed
« on: September 22, 2005, 08:02:42 PM »
I do have a gauge on my speedbrake that shows how much it has extended. It is a gauge with a bunch of lights on it. The more the brake is out, more lights turn on (it is a bar graph or ladder light---or whatever you want to call it). But the gauge and switch are right next to the trim handle (not in your normal line of sight).
I think the best place to put the speedbrake switch is on the stick. On military fighters, it is a thumb switch on the throttle. Forward thumbs them back it----pulling back extends them.
A good place for a speedbrake light (as opposed to a gauge) would be right above the attitude indicator. This would be a light that would indicate that the brake was in any position but fully retracted. Another good light in this location is an engine alarm. Many engine monitors have remote lights that light up when any of your parameters have been exceeded.
I think the best place to put the speedbrake switch is on the stick. On military fighters, it is a thumb switch on the throttle. Forward thumbs them back it----pulling back extends them.
A good place for a speedbrake light (as opposed to a gauge) would be right above the attitude indicator. This would be a light that would indicate that the brake was in any position but fully retracted. Another good light in this location is an engine alarm. Many engine monitors have remote lights that light up when any of your parameters have been exceeded.
324
Hangar Flying / emergency ldg in Cozy MKIV--all is well--little embarrassed
« on: September 20, 2005, 02:54:21 PM »
I have about 50 hours in the new plane. Aviate, navigate, communicate. Don't forget to use ATC as a copilot. They asked if I wanted the airport freqs----I said "yes"---but I could have proactively asked for it.
The one thing that I did not do---which I will do in the future---is to switch to the GPS view that simultaneously shows my position on a map---and the point that I am going to. That way, I would have instantly had the runway orientation and my direction of arrival shown.
I also failed to slow to best glide. I purposely did not do this since I had lots of energy on the aircraft and a rather short distance to go. Looking back on it, I should have been more conservative, slowed to best glide, and left all that energy bleeding over the runway.
In the Navy, we are used to confessing our sins---in the hopes it helps someone else
The one thing that I did not do---which I will do in the future---is to switch to the GPS view that simultaneously shows my position on a map---and the point that I am going to. That way, I would have instantly had the runway orientation and my direction of arrival shown.
I also failed to slow to best glide. I purposely did not do this since I had lots of energy on the aircraft and a rather short distance to go. Looking back on it, I should have been more conservative, slowed to best glide, and left all that energy bleeding over the runway.
In the Navy, we are used to confessing our sins---in the hopes it helps someone else
325
Hangar Flying / emergency ldg in Cozy MKIV--all is well--little embarrassed
« on: September 20, 2005, 02:35:30 PM »
The electric gear on all the ones I am aware of have a mech retract. The Wright nose gear (like I have) can be landed on in any position-----not true with the standard nose gear retract. The standard nose gear retract also has the tendancy to jump the overcenter lock in rough conditions----unless you installed that ratchet device (which is also an improvement to Burt's design).
The electric speedbrake is no big deal if you locate the switch properly---on the stick would be ideal------and only use it for landing. The standard speedbrake can only be used for landing.
The mantra should not be "don't modify Burt's design---you will only get in trouble" but rather understand the consequences of your modification.
I don't hear anyone beating up Dick and Mike for modifying their airplane for IFR flight, adding 0360 engines and for flying (and landing) their airplanes several thousand pounds overgross (round the world flight---had to take off fully fueled with gas in the pods and the back seat-----and fly a short distance to get their planes inspected).-------They did understand the consequences of their modifications----and thought the benefits outweighed the risks.
Probably the best modification on my Cozy is the removable panel over the inst panel. I'll have to check the plans----it might be standard for the Cozy---but it was not for the Longez. Having spent months with my head under the Longez inst panel-----I can tell you that this mod is more than worth it.
The electric speedbrake is no big deal if you locate the switch properly---on the stick would be ideal------and only use it for landing. The standard speedbrake can only be used for landing.
The mantra should not be "don't modify Burt's design---you will only get in trouble" but rather understand the consequences of your modification.
I don't hear anyone beating up Dick and Mike for modifying their airplane for IFR flight, adding 0360 engines and for flying (and landing) their airplanes several thousand pounds overgross (round the world flight---had to take off fully fueled with gas in the pods and the back seat-----and fly a short distance to get their planes inspected).-------They did understand the consequences of their modifications----and thought the benefits outweighed the risks.
Probably the best modification on my Cozy is the removable panel over the inst panel. I'll have to check the plans----it might be standard for the Cozy---but it was not for the Longez. Having spent months with my head under the Longez inst panel-----I can tell you that this mod is more than worth it.
326
Hangar Flying / emergency ldg in Cozy MKIV--all is well--little embarrassed
« on: September 20, 2005, 06:05:11 AM »
The engine is fine too. Changed the oil and filter. Checked, cleaned, gapped the plugs. Compression checked the cylinders. Ran up the engine. All looks and sounds good.
Related note: Just did the condition inspection this weekend. ELT inertia switch is bad. Fixing it is about as expensive as replacement----so I am replacing. The right brake is mushy. I am going to replace all the lines next weekend. It has nylaflow from the master cylinders to the spar----then hardlines down to the wheels. It has a very small leak at the b-nut where air is leaking in. Just ordered some titeflex lines which is teflon interior with stainless steel braid on the outside. Operating pressure is better than nyloflow and equal to stratoflex. Max burst pressure is also much higher than nyloflow. Titeflex lines are only $2.16/ft. The fittings are about 5 bucks each for carbon steel and about 20 bucks each for stainless. I went for the carbon.
Related note: Just did the condition inspection this weekend. ELT inertia switch is bad. Fixing it is about as expensive as replacement----so I am replacing. The right brake is mushy. I am going to replace all the lines next weekend. It has nylaflow from the master cylinders to the spar----then hardlines down to the wheels. It has a very small leak at the b-nut where air is leaking in. Just ordered some titeflex lines which is teflon interior with stainless steel braid on the outside. Operating pressure is better than nyloflow and equal to stratoflex. Max burst pressure is also much higher than nyloflow. Titeflex lines are only $2.16/ft. The fittings are about 5 bucks each for carbon steel and about 20 bucks each for stainless. I went for the carbon.
327
Hangar Flying / emergency ldg in Cozy MKIV--all is well--little embarrassed
« on: September 19, 2005, 05:45:35 PM »
Two weekends ago, I declared an emergency in my Cozy. This was not the first time for me to declare an emergency. This is the third time in GA aircraft (once in a C-172 with 2 extremely fouled cylinders----and once in my Longez when I blew a hole in one of the cylinders), and I have declared 3 times in military aircraft.
Took off from my home field under VMC on an IFR flightplan. Leveled off at 5000ft. Approach then cleared me to climb to 7000 ft--I retrimmed for 140 mph for the climb. After about 500 ft of climb, the engine was getting a little rough----it did not feel right. RPM and MP looked good. Electronic ignition to off---no change--then back on. Mag off---no change either---back on. Mixture already rich for the climb. But holy smokes----the oil temp was smoking hot----and the CHT alarms were going off also! I throttled back with no change in any temps or vibration.
I punched up the nearest feature on the GPS and told approach that I was going to have to set down at the nearest field. They asked if I was going to declare an emergency---and I said "Yes". They gave me a steer to the nearest airport----which was the same one I had punched up on the GPS---and it was only 12 miles away. With a dead engine, I knew I could make 18 miles easy with no wind---my engine was still producing thrust but did not know for how long.
I looked around the cockpit again to see if anything else would jump out at me. I looked at the speedbrake switch (tiny switch by the pitch trim lever)-----It was DOWN!! I checked it right before takeoff!! I must have bumped it when I retrimmed for the climb!! OK---speedbrake up. Instantly, the "rough engine" got smooth and the temps started to fall. I told approach that I thought that I found the source of my problems---but would be making a precautionary emergency landing regardless.
Couple of lessons learned.
-Need to protect the three position speedbrake switch or move it
-Any "engine roughness" or temp problems----check the speedbrake position
Other observations
-On my longez, this would have never happened since I had the plans built speedbrake which autoretracts when you get a little faster than the approach speed
-Read another account of a longez with an electric speedbrake where he let it down to penetrate through a cloud deck. Once he got through it, the electric speedbrake failed and he could not retract it. He was at a lower altitude and had futher to go---smoked his engine. My take away---don't purposely use the electric speedbrake unless you are ready to land
-In the landing pattern, you can hear the speedbrake go up and down---at full power, you can't
-In the landing pattern, both the longez and Cozy kinda "shudder" with the speedbrake down----this is expected. I did not recognize this shudder at 140 mph and at full power------I will NOW!
In the end---I was kind of embarrassed---I hope others can learn from it.
Took off from my home field under VMC on an IFR flightplan. Leveled off at 5000ft. Approach then cleared me to climb to 7000 ft--I retrimmed for 140 mph for the climb. After about 500 ft of climb, the engine was getting a little rough----it did not feel right. RPM and MP looked good. Electronic ignition to off---no change--then back on. Mag off---no change either---back on. Mixture already rich for the climb. But holy smokes----the oil temp was smoking hot----and the CHT alarms were going off also! I throttled back with no change in any temps or vibration.
I punched up the nearest feature on the GPS and told approach that I was going to have to set down at the nearest field. They asked if I was going to declare an emergency---and I said "Yes". They gave me a steer to the nearest airport----which was the same one I had punched up on the GPS---and it was only 12 miles away. With a dead engine, I knew I could make 18 miles easy with no wind---my engine was still producing thrust but did not know for how long.
I looked around the cockpit again to see if anything else would jump out at me. I looked at the speedbrake switch (tiny switch by the pitch trim lever)-----It was DOWN!! I checked it right before takeoff!! I must have bumped it when I retrimmed for the climb!! OK---speedbrake up. Instantly, the "rough engine" got smooth and the temps started to fall. I told approach that I thought that I found the source of my problems---but would be making a precautionary emergency landing regardless.
Couple of lessons learned.
-Need to protect the three position speedbrake switch or move it
-Any "engine roughness" or temp problems----check the speedbrake position
Other observations
-On my longez, this would have never happened since I had the plans built speedbrake which autoretracts when you get a little faster than the approach speed
-Read another account of a longez with an electric speedbrake where he let it down to penetrate through a cloud deck. Once he got through it, the electric speedbrake failed and he could not retract it. He was at a lower altitude and had futher to go---smoked his engine. My take away---don't purposely use the electric speedbrake unless you are ready to land
-In the landing pattern, you can hear the speedbrake go up and down---at full power, you can't
-In the landing pattern, both the longez and Cozy kinda "shudder" with the speedbrake down----this is expected. I did not recognize this shudder at 140 mph and at full power------I will NOW!
In the end---I was kind of embarrassed---I hope others can learn from it.
328
Hangar Flying / a partiularly horrible flying season
« on: September 11, 2005, 05:47:50 AM »
Here's the article
Bloomfield man injured in plane crash
By Andrea McCann, staff writer
A plane crash at Shawnee Field late Wednesday afternoon sent a Bloomfield man to Wishard Memorial Hospital in Indianapolis by Air Evac Lifeteam helicopter.
Sten Walls, 60, of rural Bloomfield, was taking off in his experimental aircraft around 4 p.m. when, for unknown reasons, the plane failed to lift off. It crashed through a cornfield, farmed by Terry Koons of Switz City, at the end of the runway and exploded into a ball of flames.
Brent Sears, a flight instructor, was at the airfield to give Indiana State Police Trooper Byron Goodman a flying lesson. Sears said he just happened to look out the back door and see the ball of flames. He said he called the Flight Standards District Office to shut down the airport, and Goodman drove to the crash scene.
Sears said Walls' plane lost a wheel cover on the runway. Coupled with the destruction in the cornfield, he believes the four-seater never got airborne.
"It doesn't look like it left the ground," he said.
Walls, the only person in the plane, crawled from the aircraft. According to Goodman, he was conscious and sitting up when help arrived. He was treated at the scene and loaded into the back of a pickup for removal to the Air Evac landing site several dozen yards away. He suffered burns over 80 percent of his body, according to an Indiana State Police news release, and was listed in critical condition at last report.
"There's nothing left of the plane," Goodman said. "He's very lucky."
The plane was a Defiant in-line, twin-engine experimental model, according to Sears. He said instead of having one engine on each wing, the plane had one in front and one in the rear.
"It's all fiberglass," Sears said. "That's why it burned like it did."
He said there are several of the planes around the country, but no more in this area of which he's aware.
Greene County Ambulance Service, Fairplay-Grant Township Switz City Fire Department, Worthington Fire Department, Richland-Taylor Fire Department, Indiana State Police, Bloomfield Police, and Air Evac Lifeteam responded to the incident.
Bloomfield man injured in plane crash
By Andrea McCann, staff writer
A plane crash at Shawnee Field late Wednesday afternoon sent a Bloomfield man to Wishard Memorial Hospital in Indianapolis by Air Evac Lifeteam helicopter.
Sten Walls, 60, of rural Bloomfield, was taking off in his experimental aircraft around 4 p.m. when, for unknown reasons, the plane failed to lift off. It crashed through a cornfield, farmed by Terry Koons of Switz City, at the end of the runway and exploded into a ball of flames.
Brent Sears, a flight instructor, was at the airfield to give Indiana State Police Trooper Byron Goodman a flying lesson. Sears said he just happened to look out the back door and see the ball of flames. He said he called the Flight Standards District Office to shut down the airport, and Goodman drove to the crash scene.
Sears said Walls' plane lost a wheel cover on the runway. Coupled with the destruction in the cornfield, he believes the four-seater never got airborne.
"It doesn't look like it left the ground," he said.
Walls, the only person in the plane, crawled from the aircraft. According to Goodman, he was conscious and sitting up when help arrived. He was treated at the scene and loaded into the back of a pickup for removal to the Air Evac landing site several dozen yards away. He suffered burns over 80 percent of his body, according to an Indiana State Police news release, and was listed in critical condition at last report.
"There's nothing left of the plane," Goodman said. "He's very lucky."
The plane was a Defiant in-line, twin-engine experimental model, according to Sears. He said instead of having one engine on each wing, the plane had one in front and one in the rear.
"It's all fiberglass," Sears said. "That's why it burned like it did."
He said there are several of the planes around the country, but no more in this area of which he's aware.
Greene County Ambulance Service, Fairplay-Grant Township Switz City Fire Department, Worthington Fire Department, Richland-Taylor Fire Department, Indiana State Police, Bloomfield Police, and Air Evac Lifeteam responded to the incident.
329
Hangar Flying / a partiularly horrible flying season
« on: September 10, 2005, 05:49:11 AM »
Here is what I see so far on the NTSB site for EZ type aircraft.
NTSB Identification: LAX05LA272
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 20, 2005 in San Diego, CA
Aircraft: Patch Dan F Varieze, registration: N862DP
Injuries: 1 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 August 20, 2005, about 1015 Pacific daylight time, an experimental Varieze, N862DP, collided with containers in a trucking storage yard 1 mile east of Brown Field Municipal Airport, San Diego, California. The owner/pilot was operating the airplane under the provisions of 14 CFR Part 91. The private pilot, the sole occupant, was fatally injured; the airplane was destroyed. The local personal flight departed Montgomery Field Airport (MYF), San Diego, California, about 1000. Visual meteorological conditions prevailed, and no flight plan had been filed. The approximate global positioning system (GPS) coordinates of the primary wreckage were 32 degrees 34.200 minutes north latitude and 116 degrees 57.613 minutes west longitude.
The accident airplane was the second airplane of a flight of two. The pilot of the first airplane reported that they had flown from Montgomery, and, during the 15-minute flight, the pilot of the accident airplane did not report any abnormalities with the accident airplane.
The two airplanes made a low approach to runway 26L in formation flight and then entered the pattern for left traffic to land on runway 26L. The first airplane landed without incident. Witnesses reported seeing the accident airplane on final approach. The airplane made a sudden right turn, entering into fenced storage facilities and colliding with numerous parked semi-tractor trailers.
The wreckage site was documented, and the airplane wreckage was recovered for further investigation.
NTSB Identification: DEN05LA123
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 07, 2005 in Albuquerque, NM
Aircraft: Forbes Rutan Long EZE, registration: N16WF
Injuries: 1 Uninjured.
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 August 7, 2005, at 1110 mountain daylight time, a Forbes Rutan Long EZE, N16WF, piloted by a commercial pilot, was substantially damaged when the landing gear collapsed during a forced landing near Albuquerque, New Mexico. Visual meteorological conditions prevailed at the time of the accident. The personal cross-country flight was being conducted on a VFR flight plan under the provisions of Title 14 CFR Part 91. The pilot was not injured. The flight originated at Henderson Executive Airport (HND), Las Vegas, Nevada, approximately 0820.
The pilot said he was on a 1 mile final for Runway 08 at Albuquerque when he experienced a total electrical failure. The landing gear was extended and the aircraft was in landing configuration. He said he adjusted switches and circuit breakers to try and restore power but was unsuccessful. He said he switched from the main to the auxiliary battery to try and restart the electric ignition system, but was unable to do so. He said he also tried switching fuel tanks but was unable to restart the engine.
He said he was concerned that he might hit a fence on the approach end of the runway so he selected a nearby access road on which to land. He said his wingtip clipped a nearby embankment as he touched down. The aircraft pivoted left, the main landing gear collapsed, and the aircraft slid to a stop.
The pilot said the section of the winglets below the wing were ground down, the skin on the bottom of the aircraft was heavily scratched, and the nose gear structural spars buckled.
NTSB Identification: DFW05CA198.
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Wednesday, July 27, 2005 in Alco, AR
Aircraft: Amateur Built Varieze, registration: N115JT
Injuries: 1 Minor.
On July 7, 2005, approximately 1546 central daylight time, an experimental amateur-built VariEze single-engine airplane, N115JT, was substantially damaged when it collided with a mail box during a precautionary landing on a highway. The private pilot, sole occupant of the airplane, sustained minor injuries. The airplane was registered to and operated by the pilot. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight originated from the Wittman Regional Airport (OSH), near Oshkosh, Wisconsin, approximately 1200, and was destined for the Clinton Municipal Airport (4M4), near Clinton, Arkansas.
The 3,308-hour pilot reported in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) that prior to departure from OSH with 25 gallons plus 3 gallons of reserve fuel on board, he received a weather briefing and monitored weather reports at various stations during the flight to 4M4. The pilot added that about 100 nautical miles (nm) from 4M4, he descended to 3,500 feet, and that about 20 nm from 4M4 the cloud base was lowering and the tops of the hills were obscured in all quadrants. He further stated that at that point, he had been flying for about three and one-half hours. He added that "fuel status was now critical, and I decided to land on the highway." During the landing roll on the highway, the airplane's right wing struck a mailbox, and the pilot reported that "the next thing I knew, I was upside down in a ditch."
Examination of the airplane by an Federal Aviation Administration (FAA) inspector, who responded to the accident site, revealed that the airplane sustained structural damage to the fuselage, engine firewall, and wings.
At 1555, the automated weather observation at the Marion County Regional Airport (FLP), near Flippin, Arkansas, located about 26 nautical miles north of the accident site, reported wind from 020 degrees at 3 knots, visibility 10 statue miles, scattered clouds at 3,100 feet, broken clouds at 3,500 feet, temperature 22 degrees Celsius, dew point 17 degrees Celsius, and an altimeter setting of 30.09 inches of Mercury.
The pilot reported the visibility at 5 miles plus, overcast 1,700 feet and obscured, with visibility restricted due to haze.
NTSB Identification: NYC05FA117A
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 10, 2005 in Lewes, DE
Aircraft: Carlstrom Long EZ, registration: N78LC
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 July 10, 2005, at 1052 eastern daylight time, a homebuilt Rutan Long EZ, N78LC, and a homebuilt Van's RV-8, N899RM, were substantially damaged during a midair collision and subsequent impact in the Delaware Bay near Lewes, Delaware. The certificated commercial pilot flying the Long EZ and the certificated private pilot flying the RV-8 were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for either flight conducted under 14 CFR Part 91.
The accident airplanes were part of a group of six airplanes ("The Vultures") practicing a formation flight routine for an upcoming airshow. According to the pilots in the formation, they had just completed a "six ship opposing" maneuver in which the airplanes flew towards each other in two groups of three airplanes. The groups were assembled with a lead airplane in front and two additional airplanes aligned behind and to each side of the lead (in a "triangle" formation). After the airplanes passed each other (with approximately 50 feet of vertical separation), the next maneuver required the lead airplane of the group passing left to right (the accident RV-8), to climb and join the other group of three airplanes. The other two airplanes of the group passing left to right (the accident Long EZ and an additional RV-8) were to break off and fly a separate formation.
All of the formation pilots reported that the "six ship opposing" maneuver was performed without any abnormality. According to one of the formation pilots, within seconds after the pass he heard an unusual radio transmission that he described as an "ahrrgh" followed briefly by a report of a "mid-air" from the pilot flying above the formation, in the "spotting" position. The remaining pilots then observed the RV-8 and Long EZ impact the water.
Several witnesses were videotaping the formation flight prior to the accident. Preliminary review of the videos revealed that as the two groups of three airplanes were heading towards each other, the Long EZ (in trail and to the right of the RV-8) appeared to rise above and ahead of the RV-8. Immediately after the groups passed each other, the RV-8 initiated a climb, and the Long EZ and RV-8 collided.
The videotapes have been retained for further examination.
The Long EZ wreckage was located shortly after the accident in approximately 4 feet of water near the shore of Cape Henlopen State Park. The composite structured airplane was transported to a local facility and examined on July 11, 2005.
The left wing remained attached to the fuselage spar at its rear attachment point. The left winglet was separated, and the left inboard and outboard ailerons remained attached to the wing. The left fuel tank was breached.
Flight control continuity was confirmed from the left aileron to the cockpit area. Flight control cables were observed in the area of the right wing. The cable ends displayed "broomstraw" edges.
The fuselage area consisted of wires and cables and a section of the instrument panel. The throttle column was also located in the fuselage area. Examination of the column revealed the throttle and mixture controls were in the full forward position.
The right wing spar remained attached to the fuselage; however, the leading edge and trailing edge wing skin sections were separated from the spar.
The engine (mounted in the rear of the airplane) remained attached to the empennage section, and the propeller remained attached to the engine. The propeller blades displayed nicks and gouges along the blade edges.
The canard was separated from the fuselage. The left elevator remained attached to the canard, and the right elevator was separated in half at a 45-degree angle. The inboard section of the right elevator remained attached to the canard at its inboard attachment, and the outboard section was recovered separately.
Rescue divers from the Delaware State Police and Delaware River and Bay Authority located the RV-8 wreckage on July 12, 2005. The airplane was in approximately 21 feet of water in the Delaware Bay, near the shore of Cape Henlopen State Park. The airplane was recovered from the water and examined on July 13, 2005.
The left wing was separated from the spar, but remained attached to the fuselage section by wires and cables. The left aileron remained attached to the wing at its outboard attachment point. The left flap remained attached at the outboard and middle attachment points.
An approximate two-foot long section of the fuselage skin remained attached to the wing and displayed upward compression from the underside. The cockpit area consisted of wires and cables and a section of the instrument panel. The airspeed indicator was observed in the section of instrument panel, and the indicator read 175 knots.
The right wing was not located.
The rear empennage remained attached to the fuselage section by cables and wires. The left and right side horizontal stabilizers, the vertical stabilizer, and the rudder remained attached to the empennage spar. The empennage section remained relatively intact.
Flight control continuity was confirmed from the left side flight controls (push/pull rods) to the cockpit area; however, the right side flight controls (or associated push/pull rods) were not located. Rudder cables were observed in the cockpit area, and attached to the rudder. The separated cable ends were "broomstrawed."
The engine remained attached to the firewall and the propeller remained attached to the engine. Examination of both propeller blades revealed S-bending and chordwise scratching.
The forward (fiberglass) section of cowling came to rest on the beach of Cape Henlopen State Park and was recovered immediately after the accident.
The pilot of the Long EZ held a commercial pilot certificate with ratings for single-engine land, multi-engine land, and instrument airplane. His most recent Federal Aviation Administration (FAA) second-class medical certificate was issued on February 4, 2003, at which time he reported 685 hours of total flight experience.
The pilot of the RV-8 held a private pilot certificate with a single-engine land rating. His most recent FAA third-class medical was issued on September 11, 2002, at which time he reported 600 hours of total flight experience.
NTSB Identification: SEA05LA134
14 CFR Part 91: General Aviation
Accident occurred Tuesday, June 28, 2005 in Marsing, ID
Aircraft: Jones Long EZ, registration: N58LD
Injuries: 1 Fatal, 1 Minor.
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 28, 2005, at approximately 1030 mountain daylight time, a Jones Long EZ, amateur built experimental, N58LD, was substantially damaged during a landing attempt at Sunrise Skypark Airport, Marsing, Idaho. The private pilot was fatally injured and his passenger received minor injuries. The pilot/owner was conducting the flight under Title 14 CFR Part 91. Visual meteorological conditions prevailed for the local personal flight which had originated approximately 30 minutes before the accident. A flight plan had not been filed.
The passenger said that the pilot had performed approximately 4 touch-and-go landings on runway 30. He said that soon after touchdown on the last landing, the airplane veered to the left and departed the runway. The airplane subsequently struck a drainage culvert, and came to rest with the nose of the fuselage badly damaged (shattered).
The pilot had owned the airplane since 1988; there was approximately 258 hours of flight time on the aircraft.
NTSB Identification: DEN05LA099
14 CFR Part 91: General Aviation
Accident occurred Friday, June 24, 2005 in Santa Fe, NM
Aircraft: Campbell Long EZ, registration: N84RW
Injuries: 1 Uninjured.
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 24, 2005, about 1000 mountain daylight time, a Campbell Long EZ, N84RW, piloted by a private pilot, was substantially damaged when it collided with a bird while in cruise flight approximately 5 miles west of Santa Fe, New Mexico. Visual meteorological conditions prevailed at the time of the accident. The personal cross-country flight was being conducted under the provisions of Title 14 CFR Part 91 without a flight plan. The pilot, the sole occupant aboard, was not injured. The flight originated at Double Eagle Airport (AEG), Albuquerque, New Mexico, and was en route to Los Alamos (LAM), New Mexico.
According to the pilot, he was cruising at 120 knots at 9,500 feet msl when he struck a bird. The impact separated the propeller blades at midspan. One or both blades then struck the trailing edge of the right aileron, bounced off, then hit the right vertical stabilizer, which also separated in flight. The pilot made an uneventful emergency landing at Santa Fe Municipal Airport (SAF).
NTSB Identification: ATL05LA081
14 CFR Part 91: General Aviation
Accident occurred Monday, May 16, 2005 in St Elmo, AL
Aircraft: Paul E. Conner Rotor-EZ, registration: N2992
Injuries: 1 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 May 16, 2005. at 1545 central daylight time, a Homebuilt Experimental Rotor-EZ, N2992, registered to and operated by the commercial pilot, collided with trees shortly after takeoff from runway 24, at the St. Elmo, Airport, in St. Elmo, Alabama. The flight was operated under the provisions of Title 14 CFR Part 91, and visual flight rules. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. The pilot received fatal injuries and the airplane sustained substantial damaged. The flight originated from the St. Elmo, Airport in St. Elmo, Alabama on May 16, 2005, at 1540.
According to witnesses, during takeoff the engine did not seem to be developing full power. At about 250 feet above the ground the airplane banked left and the engine quite. The airplane's bank angle increased and exceeded 90-degrees. The airplane's nose dropped suddenly, the wings leveled and the nose came back to nearly level prior to the airplane colliding with trees in a wooded area. Witness, telephoned the 911 operator reported the accident, and proceeded to the scene to provide assistance.
The airplane was recovered to a local hangar for further examination.
NTSB Identification: MIA05CA053.
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Friday, January 21, 2005 in Daytona Beach, FL
Probable Cause Approval Date: 3/30/2005
Aircraft: Lee Harold Swarthout Velocity XLRG, registration: N121HS
Injuries: 1 Uninjured.
On January 21, 2005, about 1100 eastern standard time, a Velocity XLRG, N121HS, registered to a private individual, experienced a loss of directional control during the landing roll and collided with a fence and ditch at Spruce Creek Airport, Daytona Beach, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal, local, flight from Spruce Creek Airport. The airplane was substantially damaged and the commercial-rated pilot, the sole occupant, was not injured. The flight originated about 0930, from Spruce Creek Airport.
The pilot reported that during the landing roll on runway 23, he applied brakes to slow, but his left foot slipped off the brake while the right foot was still on the brake causing the airplane to veer right. He attempted to straighten out the plane by applying left rudder but was unable and the airplane traveled off the runway and collided with a fence and a ditch. He further stated at the time of the accident, the wind was from the south at about 5-10 knots, with wind gusts of 5-10 knots and light turbulence. No mechanical failure was reported by the pilot. The accident flight was the pilot's second flight test in the accident aircraft.
NTSB Identification: LAX05LA272
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 20, 2005 in San Diego, CA
Aircraft: Patch Dan F Varieze, registration: N862DP
Injuries: 1 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 August 20, 2005, about 1015 Pacific daylight time, an experimental Varieze, N862DP, collided with containers in a trucking storage yard 1 mile east of Brown Field Municipal Airport, San Diego, California. The owner/pilot was operating the airplane under the provisions of 14 CFR Part 91. The private pilot, the sole occupant, was fatally injured; the airplane was destroyed. The local personal flight departed Montgomery Field Airport (MYF), San Diego, California, about 1000. Visual meteorological conditions prevailed, and no flight plan had been filed. The approximate global positioning system (GPS) coordinates of the primary wreckage were 32 degrees 34.200 minutes north latitude and 116 degrees 57.613 minutes west longitude.
The accident airplane was the second airplane of a flight of two. The pilot of the first airplane reported that they had flown from Montgomery, and, during the 15-minute flight, the pilot of the accident airplane did not report any abnormalities with the accident airplane.
The two airplanes made a low approach to runway 26L in formation flight and then entered the pattern for left traffic to land on runway 26L. The first airplane landed without incident. Witnesses reported seeing the accident airplane on final approach. The airplane made a sudden right turn, entering into fenced storage facilities and colliding with numerous parked semi-tractor trailers.
The wreckage site was documented, and the airplane wreckage was recovered for further investigation.
NTSB Identification: DEN05LA123
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 07, 2005 in Albuquerque, NM
Aircraft: Forbes Rutan Long EZE, registration: N16WF
Injuries: 1 Uninjured.
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 August 7, 2005, at 1110 mountain daylight time, a Forbes Rutan Long EZE, N16WF, piloted by a commercial pilot, was substantially damaged when the landing gear collapsed during a forced landing near Albuquerque, New Mexico. Visual meteorological conditions prevailed at the time of the accident. The personal cross-country flight was being conducted on a VFR flight plan under the provisions of Title 14 CFR Part 91. The pilot was not injured. The flight originated at Henderson Executive Airport (HND), Las Vegas, Nevada, approximately 0820.
The pilot said he was on a 1 mile final for Runway 08 at Albuquerque when he experienced a total electrical failure. The landing gear was extended and the aircraft was in landing configuration. He said he adjusted switches and circuit breakers to try and restore power but was unsuccessful. He said he switched from the main to the auxiliary battery to try and restart the electric ignition system, but was unable to do so. He said he also tried switching fuel tanks but was unable to restart the engine.
He said he was concerned that he might hit a fence on the approach end of the runway so he selected a nearby access road on which to land. He said his wingtip clipped a nearby embankment as he touched down. The aircraft pivoted left, the main landing gear collapsed, and the aircraft slid to a stop.
The pilot said the section of the winglets below the wing were ground down, the skin on the bottom of the aircraft was heavily scratched, and the nose gear structural spars buckled.
NTSB Identification: DFW05CA198.
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Wednesday, July 27, 2005 in Alco, AR
Aircraft: Amateur Built Varieze, registration: N115JT
Injuries: 1 Minor.
On July 7, 2005, approximately 1546 central daylight time, an experimental amateur-built VariEze single-engine airplane, N115JT, was substantially damaged when it collided with a mail box during a precautionary landing on a highway. The private pilot, sole occupant of the airplane, sustained minor injuries. The airplane was registered to and operated by the pilot. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight originated from the Wittman Regional Airport (OSH), near Oshkosh, Wisconsin, approximately 1200, and was destined for the Clinton Municipal Airport (4M4), near Clinton, Arkansas.
The 3,308-hour pilot reported in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) that prior to departure from OSH with 25 gallons plus 3 gallons of reserve fuel on board, he received a weather briefing and monitored weather reports at various stations during the flight to 4M4. The pilot added that about 100 nautical miles (nm) from 4M4, he descended to 3,500 feet, and that about 20 nm from 4M4 the cloud base was lowering and the tops of the hills were obscured in all quadrants. He further stated that at that point, he had been flying for about three and one-half hours. He added that "fuel status was now critical, and I decided to land on the highway." During the landing roll on the highway, the airplane's right wing struck a mailbox, and the pilot reported that "the next thing I knew, I was upside down in a ditch."
Examination of the airplane by an Federal Aviation Administration (FAA) inspector, who responded to the accident site, revealed that the airplane sustained structural damage to the fuselage, engine firewall, and wings.
At 1555, the automated weather observation at the Marion County Regional Airport (FLP), near Flippin, Arkansas, located about 26 nautical miles north of the accident site, reported wind from 020 degrees at 3 knots, visibility 10 statue miles, scattered clouds at 3,100 feet, broken clouds at 3,500 feet, temperature 22 degrees Celsius, dew point 17 degrees Celsius, and an altimeter setting of 30.09 inches of Mercury.
The pilot reported the visibility at 5 miles plus, overcast 1,700 feet and obscured, with visibility restricted due to haze.
NTSB Identification: NYC05FA117A
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 10, 2005 in Lewes, DE
Aircraft: Carlstrom Long EZ, registration: N78LC
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 July 10, 2005, at 1052 eastern daylight time, a homebuilt Rutan Long EZ, N78LC, and a homebuilt Van's RV-8, N899RM, were substantially damaged during a midair collision and subsequent impact in the Delaware Bay near Lewes, Delaware. The certificated commercial pilot flying the Long EZ and the certificated private pilot flying the RV-8 were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for either flight conducted under 14 CFR Part 91.
The accident airplanes were part of a group of six airplanes ("The Vultures") practicing a formation flight routine for an upcoming airshow. According to the pilots in the formation, they had just completed a "six ship opposing" maneuver in which the airplanes flew towards each other in two groups of three airplanes. The groups were assembled with a lead airplane in front and two additional airplanes aligned behind and to each side of the lead (in a "triangle" formation). After the airplanes passed each other (with approximately 50 feet of vertical separation), the next maneuver required the lead airplane of the group passing left to right (the accident RV-8), to climb and join the other group of three airplanes. The other two airplanes of the group passing left to right (the accident Long EZ and an additional RV-8) were to break off and fly a separate formation.
All of the formation pilots reported that the "six ship opposing" maneuver was performed without any abnormality. According to one of the formation pilots, within seconds after the pass he heard an unusual radio transmission that he described as an "ahrrgh" followed briefly by a report of a "mid-air" from the pilot flying above the formation, in the "spotting" position. The remaining pilots then observed the RV-8 and Long EZ impact the water.
Several witnesses were videotaping the formation flight prior to the accident. Preliminary review of the videos revealed that as the two groups of three airplanes were heading towards each other, the Long EZ (in trail and to the right of the RV-8) appeared to rise above and ahead of the RV-8. Immediately after the groups passed each other, the RV-8 initiated a climb, and the Long EZ and RV-8 collided.
The videotapes have been retained for further examination.
The Long EZ wreckage was located shortly after the accident in approximately 4 feet of water near the shore of Cape Henlopen State Park. The composite structured airplane was transported to a local facility and examined on July 11, 2005.
The left wing remained attached to the fuselage spar at its rear attachment point. The left winglet was separated, and the left inboard and outboard ailerons remained attached to the wing. The left fuel tank was breached.
Flight control continuity was confirmed from the left aileron to the cockpit area. Flight control cables were observed in the area of the right wing. The cable ends displayed "broomstraw" edges.
The fuselage area consisted of wires and cables and a section of the instrument panel. The throttle column was also located in the fuselage area. Examination of the column revealed the throttle and mixture controls were in the full forward position.
The right wing spar remained attached to the fuselage; however, the leading edge and trailing edge wing skin sections were separated from the spar.
The engine (mounted in the rear of the airplane) remained attached to the empennage section, and the propeller remained attached to the engine. The propeller blades displayed nicks and gouges along the blade edges.
The canard was separated from the fuselage. The left elevator remained attached to the canard, and the right elevator was separated in half at a 45-degree angle. The inboard section of the right elevator remained attached to the canard at its inboard attachment, and the outboard section was recovered separately.
Rescue divers from the Delaware State Police and Delaware River and Bay Authority located the RV-8 wreckage on July 12, 2005. The airplane was in approximately 21 feet of water in the Delaware Bay, near the shore of Cape Henlopen State Park. The airplane was recovered from the water and examined on July 13, 2005.
The left wing was separated from the spar, but remained attached to the fuselage section by wires and cables. The left aileron remained attached to the wing at its outboard attachment point. The left flap remained attached at the outboard and middle attachment points.
An approximate two-foot long section of the fuselage skin remained attached to the wing and displayed upward compression from the underside. The cockpit area consisted of wires and cables and a section of the instrument panel. The airspeed indicator was observed in the section of instrument panel, and the indicator read 175 knots.
The right wing was not located.
The rear empennage remained attached to the fuselage section by cables and wires. The left and right side horizontal stabilizers, the vertical stabilizer, and the rudder remained attached to the empennage spar. The empennage section remained relatively intact.
Flight control continuity was confirmed from the left side flight controls (push/pull rods) to the cockpit area; however, the right side flight controls (or associated push/pull rods) were not located. Rudder cables were observed in the cockpit area, and attached to the rudder. The separated cable ends were "broomstrawed."
The engine remained attached to the firewall and the propeller remained attached to the engine. Examination of both propeller blades revealed S-bending and chordwise scratching.
The forward (fiberglass) section of cowling came to rest on the beach of Cape Henlopen State Park and was recovered immediately after the accident.
The pilot of the Long EZ held a commercial pilot certificate with ratings for single-engine land, multi-engine land, and instrument airplane. His most recent Federal Aviation Administration (FAA) second-class medical certificate was issued on February 4, 2003, at which time he reported 685 hours of total flight experience.
The pilot of the RV-8 held a private pilot certificate with a single-engine land rating. His most recent FAA third-class medical was issued on September 11, 2002, at which time he reported 600 hours of total flight experience.
NTSB Identification: SEA05LA134
14 CFR Part 91: General Aviation
Accident occurred Tuesday, June 28, 2005 in Marsing, ID
Aircraft: Jones Long EZ, registration: N58LD
Injuries: 1 Fatal, 1 Minor.
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 28, 2005, at approximately 1030 mountain daylight time, a Jones Long EZ, amateur built experimental, N58LD, was substantially damaged during a landing attempt at Sunrise Skypark Airport, Marsing, Idaho. The private pilot was fatally injured and his passenger received minor injuries. The pilot/owner was conducting the flight under Title 14 CFR Part 91. Visual meteorological conditions prevailed for the local personal flight which had originated approximately 30 minutes before the accident. A flight plan had not been filed.
The passenger said that the pilot had performed approximately 4 touch-and-go landings on runway 30. He said that soon after touchdown on the last landing, the airplane veered to the left and departed the runway. The airplane subsequently struck a drainage culvert, and came to rest with the nose of the fuselage badly damaged (shattered).
The pilot had owned the airplane since 1988; there was approximately 258 hours of flight time on the aircraft.
NTSB Identification: DEN05LA099
14 CFR Part 91: General Aviation
Accident occurred Friday, June 24, 2005 in Santa Fe, NM
Aircraft: Campbell Long EZ, registration: N84RW
Injuries: 1 Uninjured.
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 24, 2005, about 1000 mountain daylight time, a Campbell Long EZ, N84RW, piloted by a private pilot, was substantially damaged when it collided with a bird while in cruise flight approximately 5 miles west of Santa Fe, New Mexico. Visual meteorological conditions prevailed at the time of the accident. The personal cross-country flight was being conducted under the provisions of Title 14 CFR Part 91 without a flight plan. The pilot, the sole occupant aboard, was not injured. The flight originated at Double Eagle Airport (AEG), Albuquerque, New Mexico, and was en route to Los Alamos (LAM), New Mexico.
According to the pilot, he was cruising at 120 knots at 9,500 feet msl when he struck a bird. The impact separated the propeller blades at midspan. One or both blades then struck the trailing edge of the right aileron, bounced off, then hit the right vertical stabilizer, which also separated in flight. The pilot made an uneventful emergency landing at Santa Fe Municipal Airport (SAF).
NTSB Identification: ATL05LA081
14 CFR Part 91: General Aviation
Accident occurred Monday, May 16, 2005 in St Elmo, AL
Aircraft: Paul E. Conner Rotor-EZ, registration: N2992
Injuries: 1 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 May 16, 2005. at 1545 central daylight time, a Homebuilt Experimental Rotor-EZ, N2992, registered to and operated by the commercial pilot, collided with trees shortly after takeoff from runway 24, at the St. Elmo, Airport, in St. Elmo, Alabama. The flight was operated under the provisions of Title 14 CFR Part 91, and visual flight rules. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. The pilot received fatal injuries and the airplane sustained substantial damaged. The flight originated from the St. Elmo, Airport in St. Elmo, Alabama on May 16, 2005, at 1540.
According to witnesses, during takeoff the engine did not seem to be developing full power. At about 250 feet above the ground the airplane banked left and the engine quite. The airplane's bank angle increased and exceeded 90-degrees. The airplane's nose dropped suddenly, the wings leveled and the nose came back to nearly level prior to the airplane colliding with trees in a wooded area. Witness, telephoned the 911 operator reported the accident, and proceeded to the scene to provide assistance.
The airplane was recovered to a local hangar for further examination.
NTSB Identification: MIA05CA053.
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Friday, January 21, 2005 in Daytona Beach, FL
Probable Cause Approval Date: 3/30/2005
Aircraft: Lee Harold Swarthout Velocity XLRG, registration: N121HS
Injuries: 1 Uninjured.
On January 21, 2005, about 1100 eastern standard time, a Velocity XLRG, N121HS, registered to a private individual, experienced a loss of directional control during the landing roll and collided with a fence and ditch at Spruce Creek Airport, Daytona Beach, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal, local, flight from Spruce Creek Airport. The airplane was substantially damaged and the commercial-rated pilot, the sole occupant, was not injured. The flight originated about 0930, from Spruce Creek Airport.
The pilot reported that during the landing roll on runway 23, he applied brakes to slow, but his left foot slipped off the brake while the right foot was still on the brake causing the airplane to veer right. He attempted to straighten out the plane by applying left rudder but was unable and the airplane traveled off the runway and collided with a fence and a ditch. He further stated at the time of the accident, the wind was from the south at about 5-10 knots, with wind gusts of 5-10 knots and light turbulence. No mechanical failure was reported by the pilot. The accident flight was the pilot's second flight test in the accident aircraft.