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>Re: British 601 Crash (was: 601 Crash)

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klaus(at)utdallas.edu
Guest

Posted: Fri May 11, 2007 12:54 pm Post subject: >Re: British 601 Crash (was: 601 Crash)

Hi,



Each airplane has a maneuvering speed, which depends on payload.

Typically, gross weight is assumed for published numbers, which

are then used throughout the payload range. This is conservative

and generally agreed upon practice.



When the plane flies at or below the maneuvering speed, then

the aircraft will stall before the wings or any other component,

for example, the motor mount, can become overloaded due to full

deflection of control surfaces.



Now above the maneuvering speed, all bets are off. Thus,

it is very important that the plane is at or below maneuvering speed

when anything like severe turbulence is encountered or high G pull ups 

are contemplated.



The following website has a nice discussion about maneuvering speed:



http://selair.selkirk.bc.ca/aerodynamics1/Lift/Page12.html



The website also supplies a formula for the maneuvering speed. For my 

601 HDS plane, which allows for

+-6Gs, the maneuvering speed is 2.4 (= square root of 6)

times the stall speed. Due to the wingroot fairings, the stall speed

is about 42 kts, so maneuvering speed is 103kts. To be on the safe side, 

I never exceed 90 kts

when encountering turbulence or other high G situations.



 From the Zenith website, the 601 XL also has +-6 G as ultimate load 

factor, and stall speed is listed at

51 mph, which is 44 kts. Thus the maneuvering speed is 105 kts. Here, 

too, I would try to be conservative

and stay quite a bit below that figure in turbulence or sudden pull ups.



Happy flying,



Klaus Truemper



-- 

Klaus Truemper

Professor Emeritus of Computer Science

University of Texas at Dallas

Erik Jonsson School of Engineering and

  Computer Science EC31

P.O. Box 830688

Richardson, TX 75083-0688

(972) 883-2712

klaus(at)utdallas.edu

www.utdallas.edu/~klaus

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purplemoon99(at)bellsouth
Guest

Posted: Sat May 12, 2007 4:09 am Post subject: >Re: British 601 Crash (was: 601 Crash)

Thanks Klaus, Great input. In your opinion would a heaver  rear wing root 

bracket, and a larger nut and bolt help the condition or hurt it ? thanks 

Joe N101HD

---

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Kurt.Schumacher(at)schumi
Guest

Posted: Sat May 12, 2007 5:28 am Post subject: >Re: British 601 Crash (was: 601 Crash)

Dear Joe,



Do you have seen any proof, report or eye witnessed...



- the rear spar bolts have shared or broken?

- the thread from either the nut or the bolt ripped out (if not destroyed

when mounting the wings)?

- the nut been ripped from or through the bracket? 

- the rear bracket failed in flight or on a hard landing?



Answer these questions for yourself. From the accident reports, there is no

evidence.



Making a small part (here or elsewhere) of the design to hard or to stiff

will change the complete structural behavior, and create new issues.



-Kurt.



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purplemoon99(at)bellsouth
Guest

Posted: Sat May 12, 2007 2:04 pm Post subject: >Re: British 601 Crash (was: 601 Crash)

Kurt, I under stand what you are saying,and is good common sense. I remember 

reading about the " cooling tower event a few mo. ago.I also remember that a 

lot people thought he was full of IT....I dont feel that  Kevin Bonds,or 

David Downey,are far off the mark, time will tell  .Hope we get more good 

input on this matter Thanks for yours .   Joe    N101HD   601XL

---

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