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N 34 YZ Airworthiness

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pennington(at)q.com
Guest

Posted: Sun Nov 30, 2008 4:10 pm Post subject: N 34 YZ Airworthiness

<?xml:namespace prefix="v" /><?xml:namespace prefix="o" /><![endif]--> Good afternoon everyone

  

 Yesterday was the end of my Lightning build process. She was certified  "Airworthy" by the local DAR. Yeah!!!! At long last.

 Now, a new era begins....working out the bugs. 

  

 First thing this morning, I completed another thorough inspection and then  performed taxi tests. All was good...except the warning messages from the EFIS.  I am having difficulty programming the EIS, EFIS and the other black boxes. I'm  not really computer challenged, but you wouldn't know now. Nothing seems to be  communicating with the EFIS. I guess I'm going to have to bother Ben again.  Sorry Ben. 

  

 After a few tweaks, I lined up on the active runway and applied throttle.  With lots of right rudder and a whole lot of anxiety,  I zoomed down the pavement. The first startling thing I noticed was the horrible  oscillations in the gear legs beginning at about 20 mph. I remembered that other  builders experienced the same thing but were able to eliminate it with  balancing. So, I continued accelerating. At around 55, I rotated and climbed.  The engine turned around 2700 rpms but had a slight vibration. I  backed off to about 2600 rpms and it smoothed out. Weird. Warning messages from  the EFIS continued squawking but all the temps and pressures were very  good.

  

 After turning downwind, I backed off the throttle to approx. 1800 rpm to  slow down and apply flaps. I discovered that I need to move my right leg as far  down as possible to allow stick clearance for aileron authority. Also, the  ailerons don't feel to be balanced. I'll call Mark or Nick for  advice.

  

 After turning final, I pulled the throttle off for a nice decent. As it  turned out, the idle was too low and the engine died. There was a certain  amount of "Pucker Factor" involved at that moment but I was over the threshold  and lots of runway ahead, so, I just set it down and rolled out. The transition  training I received from Arion was life saving. Thanks guys.

  

 I spent the next several hours adjusting and tweaking. Afterward, I took  off again and did five touch and gos. As I said in the beginning, I have bugs to  work out but my girl flys! I have attached two photos for interested  parties.

  

 Have a great day to all.

  

 Gary Pennington

dashvii(at)hotmail.com
Guest

Posted: Sun Nov 30, 2008 6:06 pm Post subject: N 34 YZ Airworthiness

Gary C

    Congratulations on the first flight!  She's a great looking bird.  The vibration at 2700 rpm has to do with your mixture most likely.  I too have hit the idle too low stop.  Good job on getting it down safely.  Fly like it's gonna happen on every flight.  (but fix it so that it doesn't!)  Many have had a gear shimmy C but I don't think anybody has described it as major.  This is probably a point to explore further and get fixed ASAP if it's really that bad.  Many of the other problems are just growing pains.  In 5 hours or so you'll get it all smoothed out.  Good luck and fly safe!  Brian W.

 From: pennington(at)q.com

To: lightning-list(at)matronics.com

Subject: Lightning-List: N 34 YZ Airworthiness

Date: Sun C 30 Nov 2008 17:07:34 -0700

    Good afternoon everyone

 Yesterday was the end of my Lightning build process. She was certified "Airworthy" by the local DAR. Yeah!!!! At long last.

 Now C a new era begins....working out the bugs. 

 First thing this morning C I completed another thorough inspection and then performed taxi tests. All was good...except the warning messages from the EFIS. I am having difficulty programming the EIS C EFIS and the other black boxes. I'm not really computer challenged C but you wouldn't know now. Nothing seems to be communicating with the EFIS. I guess I'm going to have to bother Ben again. Sorry Ben. 

 After a few tweaks C I lined up on the active runway and applied throttle. With lots of right rudder and a whole lot of anxiety C I zoomed down the pavement. The first startling thing I noticed was the horrible oscillations in the gear legs beginning at about 20 mph. I remembered that other builders experienced the same thing but were able to eliminate it with balancing. So C I continued accelerating. At around 55 C I rotated and climbed. The engine turned around 2700 rpms but had a slight vibration. I backed off to about 2600 rpms and it smoothed out. Weird. Warning messages from the EFIS continued squawking but all the temps and pressures were very good.

 After turning downwind C I backed off the throttle to approx. 1800 rpm to slow down and apply flaps. I discovered that I need to move my right leg as far down as possible to allow stick clearance for aileron authority. Also C the ailerons don't feel to be balanced. I'll call Mark or Nick for advice.

 After turning final C I pulled the throttle off for a nice decent. As it turned out C the idle was too low and the engine died. There was a certain amount of "Pucker Factor" involved at that moment but I was over the threshold and lots of runway ahead C so C I just set it down and rolled out. The transition training I received from Arion was life saving. Thanks guys.

 I spent the next several hours adjusting and tweaking. Afterward C I took off again and did five touch and gos. As I said in the beginning C I have bugs to work out but my girl flys! I have attached two photos for interested parties.

 Have a great day to all.

 Gary Pennington

Windows Live Hotmail now works up to 70% faster. Sign up today.  [quote][b]

lbmathias(at)verizon.net
Guest

Posted: Sun Nov 30, 2008 6:40 pm Post subject: N 34 YZ Airworthiness

Gary,

  

     Congratulations!  Your plane looks  very nice.  I have had gear leg shimmy from almost the beginning also; I  upgraded to top of the line tires and had them balanced.  It disappeared  for a while but now is back on most days if my taxi groundspeed is 18 mph or  higher; I have noticed that it is worse if there are two people in the  plane.  I flew a couple days ago (solo) and didn't feel it at all so  it seems to come and go without explanation.

  

 Linda

 [quote]   ---

N1BZRich(at)AOL.COM
Guest

Posted: Sun Nov 30, 2008 8:24 pm Post subject: N 34 YZ Airworthiness

Great job, Gary, and a good looking "jet" you have there.  One thing  to try on the gear leg shimmy is to lower the main gear air pressure to 25 to 28  psi and see if that helps.  

 Blue Skies,

 Buz



Life should be easier. So shoom40vanity&ncid=emlcntaolcom00000002">Try the NEW AOL.com.

  [quote][b]

pennington(at)q.com
Guest

Posted: Mon Dec 01, 2008 6:10 am Post subject: N 34 YZ Airworthiness

<?xml:namespace prefix="v" /><?xml:namespace prefix="o" /><![endif]-->  Thanks Buz and thanks to all who commented for their kind words.

 Have a great day.

  

 Gary

 [quote]   ---

bfisher6858(at)msn.com
Guest

Posted: Mon Dec 01, 2008 6:56 am Post subject: N 34 YZ Airworthiness

<?xml:namespace prefix="v" /><?xml:namespace prefix="o" /><![endif]-->  Gary:

  

 CONGRATULATIONS! ! ! On your first flight Gary,

 Oh, and your plane and instrument panel look great too!

  

 Bill Fisher

 N838BF

 Now located at Glendale, AZ (GEU)

 with about 90 hours

  

  

 [quote]   ---

Rick

Joined: 24 Jul 2006
Posts: 113
Location: Colonial Beach, Virginia

Posted: Mon Dec 01, 2008 7:10 am Post subject: N 34 YZ Airworthiness

Congrats Gary!

 Beautiful looking Lightning!

 Rick

 N727RB 

  

 [quote] ---

Kayberg(at)AOL.COM
Guest

Posted: Mon Dec 01, 2008 1:30 pm Post subject: N 34 YZ Airworthiness

Good Job GARY!!!

  

 I have to smile at your first flight  challenges!   My first  flight in a Lightning was complete with 1) takeoff into low level  scud layer that seemed higher when viewed from the ground, 2) engine  quiting on a climbout after simulated approach to an air strip I did not  want to land at...because there was no place to go if the engine quit 3) EIS  numbers that meant nothing to me 4) banging my right leg with full  control travel   5) a landing complete with the hope that it would  touch down sometime...since I was out of control movements.

  

 When you read the first flight stuff in magazines, they always seem to have  no problems.  In the real world, that isnt the case.

  

 Actually my second and third flights had some dumb stuff happen too, from  having a gas cap try to escape, having the rudder peddles go the the floor  on takeoff  because the adjuster spring was too flimsy,  having  the engine shut down on final because the idle was set too low and more  confusion over the EIS.   We had vibration too, but that was of a more  minor issue.

  

 There is a reason they call it "experimental"

  

 Doug Koenigsberg 

  

 In a message dated 11/30/2008 7:12:25 P.M. Eastern Standard Time,  pennington(at)q.com writes:

  	  Quote: 	
		     

   First thing this morning, I completed another thorough inspection and    then performed taxi tests. All was good...except the warning messages from the    EFIS. I am having difficulty programming the EIS, EFIS and the other black    boxes. I'm not really computer challenged, but you wouldn't know now. Nothing    seems to be communicating with the EFIS. I guess I'm going to have to bother    Ben again. Sorry Ben. 

    

   After a few tweaks, I lined up on the active runway and applied throttle.    With lots of right rudder and a whole lot of    anxiety, I zoomed down the pavement. The first startling thing I noticed was    the horrible oscillations in the gear legs beginning at about 20 mph. I    remembered that other builders experienced the same thing but were able to    eliminate it with balancing. So, I continued accelerating. At around 55, I    rotated and climbed. The engine turned around 2700 rpms but had a    slight vibration. I backed off to about 2600 rpms and it smoothed out. Weird.    Warning messages from the EFIS continued squawking but all the temps and    pressures were very good.

    

   After turning downwind, I backed off the throttle to approx. 1800 rpm to    slow down and apply flaps. I discovered that I need to move my right leg as    far down as possible to allow stick clearance for aileron authority. Also, the    ailerons don't feel to be balanced. I'll call Mark or Nick for    advice.

    

   After turning final, I pulled the throttle off for a nice decent. As it    turned out, the idle was too low and the engine died. There was a certain    amount of "Pucker Factor" involved at that moment but I was over the threshold    and lots of runway ahead, so, I just set it down and rolled out. The    transition training I received from Arion was life saving. Thanks guys.

    

   I spent the next several hours adjusting and tweaking. Afterward, I took    off again and did five touch and gos. As I said in the beginning, I have bugs    to work out but my girl flys! I have attached two photos for interested    parties.

    

   Have a great day to all.

    

	


 

  

  [quote][b]

info(at)flylightning.net
Guest

Posted: Mon Dec 01, 2008 1:47 pm Post subject: N 34 YZ Airworthiness

Doug,  

   

I can think of a few comments but none worth sharing.  

   

Nick Otterback  

         

  

From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of Kayberg(at)aol.com

 Sent: Monday, December 01, 2008 3:30 PM

 To: lightning-list(at)matronics.com

 Subject: Re: N 34 YZ Airworthiness  

  

       

   

    

Good Job GARY!!!  

    

   

    

I have to smile at your first flight  challenges!   My first flight in a Lightning was complete with 1) takeoff into low level scud layer that seemed higher when viewed from the ground, 2) engine quiting on a climbout after simulated approach to an air strip I did not want to land at...because there was no place to go if the engine quit 3) EIS numbers that meant nothing to me 4) banging my right leg with full control travel   5) a landing complete with the hope that it would touch down sometime...since I was out of control movements.  

    

   

    

When you read the first flight stuff in magazines, they always seem to have no problems.  In the real world, that isnt the case.  

    

   

    

Actually my second and third flights had some dumb stuff happen too, from having a gas cap try to escape, having the rudder peddles go the the floor on takeoff  because the adjuster spring was too flimsy,  having the engine shut down on final because the idle was set too low and more confusion over the EIS.   We had vibration too, but that was of a more minor issue.  

    

   

    

There is a reason they call it "experimental"  

    

   

    

Doug Koenigsberg   

    

   

    

In a message dated 11/30/2008 7:12:25 P.M. Eastern Standard Time, pennington(at)q.com writes:  

   	  Quote: 	
		      

First thing this morning, I completed another thorough inspection and then performed taxi tests. All was good...except the warning messages from the EFIS. I am having difficulty programming the EIS, EFIS and the other black boxes. I'm not really computer challenged, but you wouldn't know now. Nothing seems to be communicating with the EFIS. I guess I'm going to have to bother Ben again. Sorry Ben.   

    

   

    

After a few tweaks, I lined up on the active runway and applied throttle. With [i]lots [/i]of right rudder and a whole lot of anxiety, I zoomed down the pavement. The first startling thing I noticed was the horrible oscillations in the gear legs beginning at about 20 mph. I remembered that other builders experienced the same thing but were able to eliminate it with balancing. So, I continued accelerating. At around 55, I rotated and climbed. The engine turned around 2700 rpms but had a slight vibration. I backed off to about 2600 rpms and it smoothed out. Weird. Warning messages from the EFIS continued squawking but all the temps and pressures were very good.  

    

   

    

After turning downwind, I backed off the throttle to approx. 1800 rpm to slow down and apply flaps. I discovered that I need to move my right leg as far down as possible to allow stick clearance for aileron authority. Also, the ailerons don't feel to be balanced. I'll call Mark or Nick for advice.  

    

   

    

After turning final, I pulled the throttle off for a nice decent. As it turned out, the idle was too low and the engine died. There was a certain amount of "Pucker Factor" involved at that moment but I was over the threshold and lots of runway ahead, so, I just set it down and rolled out. The transition training I received from Arion was life saving. Thanks guys.  

    

   

    

I spent the next several hours adjusting and tweaking. Afterward, I took off again and did five touch and gos. As I said in the beginning, I have bugs to work out but my girl flys! I have attached two photos for interested parties.  

    

   

    

Have a great day to all.  

    

   

  	
  

    

   

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Kayberg(at)AOL.COM
Guest

Posted: Mon Dec 01, 2008 1:57 pm Post subject: N 34 YZ Airworthiness

Well, Nick, much of it was your fault.  If you had a decent tire on  the hybrid, then you could have done a better job checking me out!!!    It was a little humiliating getting towed in by the lawn mower after that skin  blew out on landing!!!    I just assumed that if I could land  that twitchy bitch I could land anything!!! 

  

 How were we to know anything, there was no manual back then!!  

  

 doug

  

  

  

 In a message dated 12/1/2008 4:48:01 P.M. Eastern Standard Time,  info(at)flylightning.net writes:

  	  Quote: 	
		     

Doug,   

    

I can think of a few    comments but none worth sharing.   

    

Nick    Otterback   

             

   

From:    owner-lightning-list-server(at)matronics.com    [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of Kayberg(at)aol.com

Sent: Monday, December 01, 2008 3:30    PM

To:    lightning-list(at)matronics.com

Subject: Re: N 34 YZ    Airworthiness

   

          

 

      

Good Job    GARY!!!

      

 

      

I have to smile at    your first flight  challenges!   My first flight in    a Lightning was complete with 1) takeoff into low level scud    layer that seemed higher when viewed from the ground, 2) engine    quiting on a climbout after simulated approach to an air strip I did not    want to land at...because there was no place to go if the engine quit 3) EIS    numbers that meant nothing to me 4) banging my right leg with full    control travel   5) a landing complete with the hope that it would    touch down sometime...since I was out of control    movements.

      

 

      

When you read the    first flight stuff in magazines, they always seem to have no problems.     In the real world, that isnt the case.

      

 

      

Actually my second    and third flights had some dumb stuff happen too, from having a gas cap    try to escape, having the rudder peddles go the the floor on takeoff     because the adjuster spring was too flimsy,  having the engine shut    down on final because the idle was set too low and more confusion over the    EIS.   We had vibration too, but that was of a more minor    issue.

      

 

      

There is a reason    they call it "experimental"

      

 

      

Doug    Koenigsberg 

      

 

      

In a message dated    11/30/2008 7:12:25 P.M. Eastern Standard Time, pennington(at)q.com    writes:

    	  Quote: 	
		            

First thing this      morning, I completed another thorough inspection and then performed taxi      tests. All was good...except the warning messages from the EFIS. I am having      difficulty programming the EIS, EFIS and the other black boxes. I'm not      really computer challenged, but you wouldn't know now. Nothing seems to be      communicating with the EFIS. I guess I'm going to have to bother Ben again.      Sorry Ben. 

          

 

          

After a few      tweaks, I lined up on the active runway and applied throttle. With      [i]lots      [/i]of right rudder and a whole lot of anxiety, I      zoomed down the pavement. The first startling thing I noticed was the      horrible oscillations in the gear legs beginning at about 20 mph. I      remembered that other builders experienced the same thing but were able to      eliminate it with balancing. So, I continued accelerating. At around 55, I      rotated and climbed. The engine turned around 2700 rpms but had a      slight vibration. I backed off to about 2600 rpms and it smoothed out.      Weird. Warning messages from the EFIS continued squawking but all the temps      and pressures were very good.

          

 

          

After turning      downwind, I backed off the throttle to approx. 1800 rpm to slow down and      apply flaps. I discovered that I need to move my right leg as far down as      possible to allow stick clearance for aileron authority. Also, the      ailerons don't feel to be balanced. I'll call Mark or Nick for      advice.

          

 

          

After turning      final, I pulled the throttle off for a nice decent. As it turned out, the      idle was too low and the engine died. There was a certain amount of      "Pucker Factor" involved at that moment but I was over the threshold and      lots of runway ahead, so, I just set it down and rolled out. The transition      training I received from Arion was life saving. Thanks      guys.

          

 

          

I spent the next      several hours adjusting and tweaking. Afterward, I took off again and did      five touch and gos. As I said in the beginning, I have bugs to work out but      my girl flys! I have attached two photos for interested      parties.

          

 

          

Have a great day      to all

	


	


 

  

  [quote][b]

n5pb(at)AOL.COM
Guest

Posted: Mon Dec 01, 2008 2:17 pm Post subject: N 34 YZ Airworthiness

Gary,

 Congratulations on yor first flight!  You have a very nice aircraft!

 I hope you have lots of fun flying her.

 

 Bear Bryant

 

 

 --

N1BZRich(at)AOL.COM
Guest

Posted: Mon Dec 01, 2008 2:35 pm Post subject: N 34 YZ Airworthiness

In a message dated 12/1/2008 4:31:23 P.M. Eastern Standard Time,  Kayberg(at)AOL.COM writes:

  	  Quote: 	
		  1) takeoff into low level scud layer that seemed    higher when viewed from the ground, 2) engine quiting on a climbout    after simulated approach to an air strip I did not want to land    at...because there was no place to go if the engine quit 3) EIS numbers that    meant nothing to me 4) banging my right leg with full control    travel   5) a landing complete with the hope that it would touch    down sometime...since I was out of control movements. 	


 

 Doug,

     I have argued with myself as to whether I should  throw in my $.02 on the above flight you mentioned, but then decided what  the heck, Doug is thick skinned and obviously the Good Lord was watching after  him.  Also, maybe someone else can learn from your experience and not make  the same decisions (heck, I will go ahead and call it like I see it - not make  the same mistakes).

  

 As an EAA flight advisor, I offer the following comments because I like you  and that is my job - whether asked or not.

 #1 above - based on the weather you picked the wrong day for a first  flight.  

 #2 - also sounds like you did not pick the best airport to be doing a first  flight.

 #3 - don't make a first flight until you understand the systems and know  what they are telling you.

 #4 - you needed to have had more cockpit time to identify that kind of  thing before any attempt to fly.

 #5 - not exactly sure what you mean, but sounds like you were too fast, and  maybe on too short a runway.

  

 Yes, these are experimental aircraft, but good training and discipline  before each flight will greatly improve the odds of a successful flight -  whether that is a first flight or your thousandth.  And thank the Lord, He  was watching after you that day.  Had something happened, the airplane  would have probably gotten at least part of the rap, and that would be bad for  the entire Lightning community.  Again, I write this not to step on any  toes, but in hopes that it will cause others to spend more time preparing  for their first flights.  So, my good friend Doug, I am sorry, but at  least your were man enough to write what you did, and I am betting at least part  of your reason for doing so was also to educate others.  Thank you for  that.

 Blue Skies,

 Buz  



Life should be easier.=aolcom40vanity&ncid=emlcntaolcom00000002">Try the NEW AOL.com.

  [quote][b]

info(at)flylightning.net
Guest

Posted: Mon Dec 01, 2008 3:09 pm Post subject: N 34 YZ Airworthiness

Doug,  

   

It was an F250 details …details…  

   

Nick  

         

  

From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of Kayberg(at)aol.com

 Sent: Monday, December 01, 2008 3:57 PM

 To: lightning-list(at)matronics.com

 Subject: Re: N 34 YZ Airworthiness  

  

       

Well, Nick, much of it was your fault.  If you had a decent tire on the hybrid, then you could have done a better job checking me out!!!   It was a little humiliating getting towed in by the lawn mower after that skin blew out on landing!!!    I just assumed that if I could land that twitchy bitch I could land anything!!!   

    

   

    

How were we to know anything, there was no manual back then!!    

    

   

    

doug  

    

   

    

   

    

   

    

In a message dated 12/1/2008 4:48:01 P.M. Eastern Standard Time, info(at)flylightning.net writes:  

   	  Quote: 	
		    

Doug,  

   

I can think of a few comments but none worth sharing.  

   

Nick Otterback  

         

  

From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of Kayberg(at)aol.com

 Sent: Monday, December 01, 2008 3:30 PM

 To: lightning-list(at)matronics.com

 Subject: Re: N 34 YZ Airworthiness  

  

       

   

    

Good Job GARY!!!  

    

   

    

I have to smile at your first flight  challenges!   My first flight in a Lightning was complete with 1) takeoff into low level scud layer that seemed higher when viewed from the ground, 2) engine quiting on a climbout after simulated approach to an air strip I did not want to land at...because there was no place to go if the engine quit 3) EIS numbers that meant nothing to me 4) banging my right leg with full control travel   5) a landing complete with the hope that it would touch down sometime...since I was out of control movements.  

    

   

    

When you read the first flight stuff in magazines, they always seem to have no problems.  In the real world, that isnt the case.  

    

   

    

Actually my second and third flights had some dumb stuff happen too, from having a gas cap try to escape, having the rudder peddles go the the floor on takeoff  because the adjuster spring was too flimsy,  having the engine shut down on final because the idle was set too low and more confusion over the EIS.   We had vibration too, but that was of a more minor issue.  

    

   

    

There is a reason they call it "experimental"  

    

   

    

Doug Koenigsberg   

    

   

    

In a message dated 11/30/2008 7:12:25 P.M. Eastern Standard Time, pennington(at)q.com writes:  

   	  Quote: 	
		      

First thing this morning, I completed another thorough inspection and then performed taxi tests. All was good...except the warning messages from the EFIS. I am having difficulty programming the EIS, EFIS and the other black boxes. I'm not really computer challenged, but you wouldn't know now. Nothing seems to be communicating with the EFIS. I guess I'm going to have to bother Ben again. Sorry Ben.   

    

   

    

After a few tweaks, I lined up on the active runway and applied throttle. With [i]lots [/i]of right rudder and a whole lot of anxiety, I zoomed down the pavement. The first startling thing I noticed was the horrible oscillations in the gear legs beginning at about 20 mph. I remembered that other builders experienced the same thing but were able to eliminate it with balancing. So, I continued accelerating. At around 55, I rotated and climbed. The engine turned around 2700 rpms but had a slight vibration. I backed off to about 2600 rpms and it smoothed out. Weird. Warning messages from the EFIS continued squawking but all the temps and pressures were very good.  

    

   

    

After turning downwind, I backed off the throttle to approx. 1800 rpm to slow down and apply flaps. I discovered that I need to move my right leg as far down as possible to allow stick clearance for aileron authority. Also, the ailerons don't feel to be balanced. I'll call Mark or Nick for advice.  

    

   

    

After turning final, I pulled the throttle off for a nice decent. As it turned out, the idle was too low and the engine died. There was a certain amount of "Pucker Factor" involved at that moment but I was over the threshold and lots of runway ahead, so, I just set it down and rolled out. The transition training I received from Arion was life saving. Thanks guys.  

    

   

    

I spent the next several hours adjusting and tweaking. Afterward, I took off again and did five touch and gos. As I said in the beginning, I have bugs to work out but my girl flys! I have attached two photos for interested parties.  

    

   

    

Have a great day to all  

  	
  

  	
  

    

   

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        [quote][b]

Colin K.

Joined: 04 Sep 2006
Posts: 157
Location: Oklahoma

Posted: Mon Dec 01, 2008 5:31 pm Post subject: N 34 YZ Airworthiness

Congratulations Gary!

  

  

Colin K. 

OK 

Lightning # 52 under construction. 

http://www.mykitlog.com/cojaken  

 [quote]   

   --

_________________
Colin K.
OK

selwyn

Joined: 12 Mar 2008
Posts: 102
Location: Australia

Posted: Mon Dec 01, 2008 11:27 pm Post subject: Re: N 34 YZ Airworthiness

That's some lawnmower! 

 	  info(at)flylightning.net wrote: 	
		  Doug,  

   

It was an F250 details â€¦detailsâ€¦  

   

Nick

_________________
Cheers, Selwyn
Kit 66 VH-ELZ

Kayberg(at)AOL.COM
Guest

Posted: Tue Dec 02, 2008 4:54 am Post subject: N 34 YZ Airworthiness

I do stand corrected by Buz....and others.

  

 My major point is that stuff happens when you fly experimental  airplanes.  Of course one should do everything to minimize stupidity, but  it happens.   

  

 Much has changed since my first flight in a real Lightning.    There is no reason to fly one without some instruction, since Shelbyville as  well as other builders can give some right or left seat time.  And  Nick can afford to keep good tires on the plane.  There is a perfectly good  manual for both building and operations.   While problems with  instrumentation are typical during early flights; by now the parameters are  better known.  We know that doing some banking while feeding fuel from a  low tank can lead to unporting....and engine sputter.   I know to  double check the springs on the  rudder adjust,  to double check the  fuel caps and build the console with more leg room.    We also  know how to adjust the prop to cut down on vibration.

  

 First flights are a lot less exciting now at Green Landings.  Besides,  Ryan does them!

  

 And finally, I am not a great pilot.  But I am working at it.

  

 Doug Koenigsberg

  

  

 In a message dated 12/1/2008 5:35:54 P.M. Eastern Standard Time,  N1BZRich(at)AOL.COM writes:

  	  Quote: 	
		     Doug,

       I have argued with myself as to whether I should    throw in my $.02 on the above flight you mentioned, but then decided what    the heck, Doug is thick skinned and obviously the Good Lord was watching after    him.  Also, maybe someone else can learn from your experience and not    make the same decisions (heck, I will go ahead and call it like I see it - not    make the same mistakes).

    

   As an EAA flight advisor, I offer the following comments because I like    you and that is my job - whether asked or not.

   #1 above - based on the weather you picked the wrong day for a first    flight.  

   #2 - also sounds like you did not pick the best airport to be doing a    first flight.

   #3 - don't make a first flight until you understand the systems and know    what they are telling you.

   #4 - you needed to have had more cockpit time to identify that kind    of thing before any attempt to fly.

   #5 - not exactly sure what you mean, but sounds like you were too fast,    and maybe on too short a runway.

    

   Yes, these are experimental aircraft, but good training and discipline    before each flight will greatly improve the odds of a successful flight -    whether that is a first flight or your thousandth.  And thank the Lord,    He was watching after you that day.  Had something happened, the airplane    would have probably gotten at least part of the rap, and that would be bad for    the entire Lightning community.  Again, I write this not to step on any    toes, but in hopes that it will cause others to spend more time preparing    for their first flights.  So, my good friend Doug, I am sorry, but    at least your were man enough to write what you did, and I am betting at least    part of your reason for doing so was also to educate others.  Thank you    for that.

   Blue Skies,

   Buz  

	


 

  

  

  

  [quote][b]

info(at)flylightning.net
Guest

Posted: Tue Dec 02, 2008 6:22 am Post subject: N 34 YZ Airworthiness

Doug,  

   

Yes I can keep better tires on her…thanks! More orders and I can put even better ones on…  

   

Nick  

         

  

From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of Kayberg(at)aol.com

 Sent: Tuesday, December 02, 2008 6:54 AM

 To: lightning-list(at)matronics.com

 Subject: Re: N 34 YZ Airworthiness  

  

       

I do stand corrected by Buz....and others.  

    

   

    

My major point is that stuff happens when you fly experimental airplanes.  Of course one should do everything to minimize stupidity, but it happens.     

    

   

    

Much has changed since my first flight in a real Lightning.   There is no reason to fly one without some instruction, since Shelbyville as well as other builders can give some right or left seat time.  And Nick can afford to keep good tires on the plane.  There is a perfectly good manual for both building and operations.   While problems with instrumentation are typical during early flights; by now the parameters are better known.  We know that doing some banking while feeding fuel from a low tank can lead to unporting....and engine sputter.   I know to double check the springs on the  rudder adjust,  to double check the fuel caps and build the console with more leg room.    We also know how to adjust the prop to cut down on vibration.  

    

   

    

First flights are a lot less exciting now at Green Landings.  Besides, Ryan does them!  

    

   

    

And finally, I am not a great pilot.  But I am working at it.  

    

   

    

Doug Koenigsberg  

    

   

    

   

    

In a message dated 12/1/2008 5:35:54 P.M. Eastern Standard Time, N1BZRich(at)AOL.COM writes:  

   	  Quote: 	
		      

Doug,  

    

    I have argued with myself as to whether I should throw in my $.02 on the above flight you mentioned, but then decided what the heck, Doug is thick skinned and obviously the Good Lord was watching after him.  Also, maybe someone else can learn from your experience and not make the same decisions (heck, I will go ahead and call it like I see it - not make the same mistakes).  

    

   

    

As an EAA flight advisor, I offer the following comments because I like you and that is my job - whether asked or not.  

    

#1 above - based on the weather you picked the wrong day for a first flight.    

    

#2 - also sounds like you did not pick the best airport to be doing a first flight.  

    

#3 - don't make a first flight until you understand the systems and know what they are telling you.  

    

#4 - you needed to have had more cockpit time to identify that kind of thing before any attempt to fly.  

    

#5 - not exactly sure what you mean, but sounds like you were too fast, and maybe on too short a runway.  

    

   

    

Yes, these are experimental aircraft, but good training and discipline before each flight will greatly improve the odds of a successful flight - whether that is a first flight or your thousandth.  And thank the Lord, He was watching after you that day.  Had something happened, the airplane would have probably gotten at least part of the rap, and that would be bad for the entire Lightning community.  Again, I write this not to step on any toes, but in hopes that it will cause others to spend more time preparing for their first flights.  So, my good friend Doug, I am sorry, but at least your were man enough to write what you did, and I am betting at least part of your reason for doing so was also to educate others.  Thank you for that.  

    

Blue Skies,  

    

Buz    

  	
  

    

   

    

   

    

   

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mikej327(at)united.net
Guest

Posted: Mon Dec 08, 2008 4:55 pm Post subject: N 34 YZ Airworthiness

Paul,

 Thanks for the CD it was really cool to get it  thanks again. I finished your wheelpants and leg fairings last Fri. they are at  paint.

 Mike

 [quote]   ---

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