REFLECTOR: stuck nose gear
Fred Marconi
fmarconi at bellsouth.net
Sat Mar 10 07:46:23 CST 2007
An Alert to all:
I am doing my 300 hour inspection and have a Lycoming IO540. As I have seen others do I tied the baffles of #1 and #5 and #2 and #6 cylinders with wire. The wire went all the way from the back to the front baffle and over the oil return tubes from the cylinder heads. to our surprise we see that the wires were cutting into the oil return tubes. If you have secured your baffles in this manner be aware.
Fred
N244FM
----- Original Message -----
From: Scott Derrick
To: Velocity Aircraft Owners and Builders list
Sent: Wednesday, February 28, 2007 6:01 PM
Subject: Re: REFLECTOR: stuck nose gear
Story sounds very familiar to me except my nose gear doors were open and were shredded in the landing.
Once you pick the nose up and drop the gear you realize what an amazingly efficient and flat sanding block the runway is!
Scott
Laurence Coen wrote:
Here's the story. Monday was clear and sunny in eastern Kansas. The temp.
was 38 F with light winds. After a long spell of ice and snow on the ramp I
had to fly. After about an hour of fun just going nowhere I returned to
OJC. I was cleared straight in for runway 36. I ran my landing check list.
When I put the gear down the usual drag was felt. As I lined up with the
centerline of 36 I did a final GUMP and noticed I had no green for the nose
gear. I called tower, requested and was cleared for a low pass so they
could take a look. Tower reported mains down but the nose gear doors were
still closed. I went back out south of the field and tried to shake things
loose to no avail. I bobbed the nose up and down smartly enough to scare
myself. Tower had me orbit out south while they rolled the crash trucks and
then cleared me back for the 36 approach. I got as slow as I dared and held
off till I started to run out of elevator. I was stopped 800 feet from the
threshold and about 200 feet from touchdown with the last 150 feet with the
nose on the pavement. The crash crew helped me raise the nose and I lowered
the nose gear with the dump valve and taxied back to the hanger. When I
figure out what went wrong I will let the group know the rest of the story.
Larry Coen
N136LC
----- Original Message -----
From: "steve korney" <s_korney at hotmail.com>
To: <Reflector at tvbf.org>
Sent: Tuesday, February 27, 2007 5:18 AM
Subject: REFLECTOR: accident/incident
What Happened...?
IDENTIFICATION
Regis#: 136LC Make/Model: EXP Description: VLCTY
Date: 02/26/2007 Time: 2102
Event Type: Incident Highest Injury: None Mid Air: N Missing: N
Damage: Unknown
LOCATION
City: OLATHE State: KS Country: US
DESCRIPTION
ACFT LANDED WITHOUT NOSE GEAR EXTENDED, OLATHE, KS
INJURY DATA Total Fatal: 0
# Crew: 1 Fat: 0 Ser: 0 Min: 0
Unk:
# Pass: 0 Fat: 0 Ser: 0 Min: 0
Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0
Unk:
WEATHER: METAR KOJC 262053Z 3006KT 10SM CLR 07/M06 A2983
OTHER DATA
Activity: Unknown Phase: Landing Operation: OTHER
Departed: OLATHE, KS Dep Date: Dep. Time:
Destination: OLATHE, KS Flt Plan: Wx Briefing:
Last Radio Cont:
Last Clearance:
FAA FSDO: WICHITA, KS (CE07) Entry date: 02/27/2007
------------------------------------------------------------------------------
N-number : N136LC
Aircraft Serial Number : DM0316
Aircraft Manufacturer : COEN LAURENCE W
Model : COEN-VLCTY STD/RG-E
Engine Manufacturer : FRANKLIN
Model : 6A-350SER
Aircraft Year : 2005
Owner Name : COEN LAURENCE W
Owner Address : 8510 W 93RD ST
OVERLAND PARK, KS, 66212-3154
Type of Owner : Individual
Registration Date : 12-Jan-2004
Airworthiness Certificate Type : Experimental
Approved Operations : Amateur Built
-----------------------------------------------------------------------------------------
Best... Steve
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--
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The most effectual engines for [pacifying a nation] are the public papers... [A despotic] government always [keeps] a kind of standing army of newswriters who, without any regard to truth or to what should be like truth, [invent] and put into the papers whatever might serve the ministers.
Thomas Jefferson to G. K. van Hogendorp
Oct. 13, 1785. (*) ME 5:181, Papers 8:632
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