REFLECTOR: N4PE flies but not so good at the end
Andrew Ellzey
ajlz72756 at yahoo.com
Sun Mar 29 22:26:03 CDT 2009
So sorry to here of your mishap, but very glad your alright.
Andy Ellzey
---------------------------------
----- Original Message -----
From: "Brian Michalk" <michalk at awpi.com>
To: "Velocity Aircraft Owners and Builders list" <reflector at tvbf.org>
Sent: Sunday, March 29, 2009 8:48 PM
Subject: REFLECTOR: N4PE flies but not so good at the end
> Group,
>
> Today was my first day to fly. Unfortunately it resulted in an off
> airfield landing. It's been a long day, and I wanted to get this out
> there before the FAA notice was posted.
>
> I have several theories at this point as to what happened, and I'll go
> through each one trying to identify the smoking gun.
>
> First, the flight. Approximately 12:30 pm with a 5 knot southern wind,
> I prepared for takeoff. Some people think I am a bit cautious, and
> maybe so in many cases, but today was a good day to be cautious. I had
> the local fire department notified, and they were standing by. Pretty
> nice folks, and I think they liked having something interesting to do.
> Dean Norris with a sharp eyed passenger took off in his Velocity to fly
> chase. I had maps made, and distributed to everyone with big letters to
> help direct ground crews in a bad event. Dean took off, and I waited
> for him to get on downwind before starting my roll. Previous to today,
> I had been doing a bit of fast taxiing, and nothing abnormal ever showed
> up. I rotated several times during fast taxi tests at about 65mph.
> Today, as I accelerated through 70, I remember thinking how odd it was
> that I had not yet rotated, but this was the first time under power.
> Rotation speed is lower without the power vector pushing the nose down.
>
> I accelerated, and lifted off about 75kts. The plan was to climb to
> 1000'AGL at 90kts. I reached my 90kts very quickly, and kept pulling
> nose up a little bit more. Man, there was a lot of power. The plane
> flew straight. No major stick forces that I can recall. I reached
> about 900 feet, and the engine began losing power. I immediately turned
> crosswind to downwind. I wish I could say I was maintaining optimal
> airspeed, but I don't recall any airspeeds after that point, and looking
> back would have been the absolute best thing to maintain. I pulled out
> some throttle, and regained some engine power, but not enough to arrest
> the descent. I was still on downwind, and picked out a field north of
> the field to put down in. Then I changed my mind. With the bit of
> power I had, I decided to turn south into the find to reduce my ground
> speed. I picked out a field, and turned to it. I ended up about 600
> yards north from the end of the runway facing south.
>
> I will remember this day forever, and will play back the choices into
> eternity.
>
> The plane contacted ground, and came to a stop within 47 yards. I
> stepped it off. The ground was quite soft. The gear all had been
> sheared off. The right tip of the canard dug into the ground, and when
> it did, caused compression crumpling on the right side of the fuselage.
> Next, the plane wanted to move left, and that's when the main gear
> really dug in and sheared off, which was quite a jolt.
>
> Nothing broken for me except my ego. I literally have a minor scratch
> on my left hand, that's all. Amazing. I'm not even sore ... yet.
>
> Going back to the causes, I have a few theories that need to be
> researched. As I taxied over to the fuel pumps, I saw the low fuel
> light was on. After taking on five gallons each side, I noticed the
> warning light had turned off. When the engine lost power after takeoff,
> the light was on. However, I'm not sure fuel starvation is the reason
> for the power failure. There's 4.9 gallons in that sump. That's a lot
> of time, and there is no way I could have emptied it. The other theory
> is that I was running too rich. The electronic injection system was
> tuned out to 2250 RPM's, because that's the limit I could do in ground
> testing. I then extrapolated out to 3000 RPM's (red line at 2800), and
> then richened up the whole table to be on the safe side. One thing I
> wish I had done during high power testing was to see how much more rich
> I could go before killing the engine. I pulled the spark plugs, and the
> plugs closest to the firewall were very sooty. The other four plugs
> looked very good.
>
> After 12 years of building, it looks like I have a little bit more to
> go. The belly of the plane looks good. The compression buckling
> worries me as to how I will fix that. The wings are also showing
> compression buckling just outboard of the spar attach bolts.
>
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