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Terry Phillips
Joined: 11 Jan 2006
Posts: 346
Location: Corvallis, MT
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 Posted: Mon Apr 11, 2011 8:03 am Post subject: Final Report on the Markermeer accident has been published |
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The IVW have published their final report on the Markermeer accident;
follow the link on:
http://www.onderzoeksraad.nl/en/index.php/onderzoeken/inflight-break-up-2008107/#rapporten
In my opinion it is an excellent report.
I have also posted the IVW report, as well as, additional information to
the ZBAG Yahoo Group file section in the Markermeer Folder.
Terry
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Terry Phillips
ttp44~at~rkymtn.net
Corvallis MT
ZU-601XL/Jab 3300 s .. l .. o .. o .. w build kit - Tail& flaps are done;
Upgrading wings& ailerons per AMD Safety Directive
http://www.mykitlog.com/N47TP/
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_________________
Terry Phillips
Corvallis, MT
ttp44<at>rkymtn.net
Zenith 601XL/Jab 3300 slow build kit - Tail feathers done; working on the wings. |
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paulrod36(at)msn.com
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| Posted: Mon Apr 11, 2011 8:48 am Post subject: Final Report on the Markermeer accident has been published |
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<?xml:namespace prefix="v" /><?xml:namespace prefix="o" /><![endif]--> This is an investigation? I've seen better investigations into a purse-snatching ring. Where are the descriptions of the extent, type, and direction of damage? Any indications of sequential failure? Any torsional, compressive, or tensional irregularities? Metallurgical analyses? Popped rivets? Sheared bolts? Torn bolt holes? Rear carry-through compression? It took them three years to complete a report that could have been accurately summarized in one sentence----"It done broke." Disappointing at best.
Paul R
[quote] ---
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japhillipsga(at)aol.com
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| Posted: Mon Apr 11, 2011 10:52 am Post subject: Final Report on the Markermeer accident has been published |
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I read the Dutch report and found it sufficiently informative. I may be the only builder and flyer that sees that the report says the ZAC host modifications and upgrades though painful to perform are the solution. Maybe not, maybe so??? Not knowing much about metallurgy, force torsion and compression issues I have to rely on folks educated differently than I. I suppose those dull Dutch experts may have really screwed up by publishing this report and failing to ask our expert, Mr. Paul R., to approve their investigation and findings. I know I'd feel more secure if they had got some more opinions from such experts as I fly my XL-B around the sky's of Georgia. Seems like about half of the 24 page report spoke to the issue of weak wing strength, weak rear spar attachment material, unbalanced ailerons and the propensity for loose control cables in flexible wings to get even more slack and nurture flutter conditions. I think the Dutch folks make it fairly clear that flutter took the wing off or did I miss something? I made the ZAC modifications and several others to my XL-B last year and fly her now. She flys well and stronge, but she always did. I also have a RV-8a I built and I think the XL-B wing spar I assembled is about as strong, maybe stronger. Course, I don't suppose the value of my plane will ever rise much above salvage value for possible sale and we all have our ZBAG Busy Body folks to thank for the many thousands of dollars of cost to each of us. Wonder if this whole business could have been handled a different way? Lots of plane crash. Why was the XL and ZAC singled out for this treatment? This is my last thought I'm going to waste on the subject, fly happy and often, Bill Phillips
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Afterfxllc(at)aol.com
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| Posted: Mon Apr 11, 2011 2:58 pm Post subject: Final Report on the Markermeer accident has been published |
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What I thought was interesting was the fact I could see no upright attached to the wing attach bolt or did I just miss it?
It also looks like the solid rivets were the smaller 1/8 rivets that I have seen in a few older kit #'s.
From day one I have said it was Flutter and still stand by that. Every 601 that has been opened up including 10 by me and we have seen nothing to point to stress anywhere so Flutter it was in my book.
Jeff
In a message dated 4/11/2011 12:48:36 P.M. Eastern Daylight Time, paulrod36(at)msn.com writes:
[quote] This is an investigation? I've seen better investigations into a purse-snatching ring. Where are the descriptions of the extent, type, and direction of damage? Any indications of sequential failure? Any torsional, compressive, or tensional irregularities? Metallurgical analyses? Popped rivets? Sheared bolts? Torn bolt holes? Rear carry-through compression? It took them three years to complete a report that could have been accurately summarized in one sentence----"It done broke." Disappointing at best.
Paul R
[quote] ---
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Ron Lendon
Joined: 10 Jan 2006
Posts: 685
Location: Clinton Twp., MI
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| Posted: Mon Apr 11, 2011 5:10 pm Post subject: Re: Final Report on the Markermeer accident has been publish |
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That's all well and good but I must point out, the Airplane in question was built to different standards (lighter material) than the LSA versions. Therefore postulating on these results is only academic opinion.
Installing the upgrade is your choice here in the USA if your airplane is already flying. If you don't have the airworthiness certificate, you must, or you probably won't get one.
These discussions can be misleading when apples and oranges are being compared.
On a brighter note, making progress toward having a flyable XLB.
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_________________
Ron Lendon
WW Corvair with Roy's Garage 5th bearing
CH 601 XLB
N601LT - Flying
http://www.mykitlog.com/rlendon
Corvair Engine Prints:
https://sites.google.com/site/corvairenginedata/ |
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