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Final Report on the Markermeer accident has been publishe

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psm(at)att.net
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Posted: Wed Apr 13, 2011 12:03 pm Post subject: Final Report on the Markermeer accident has been publishe

Hi Don,

I can say for sure he wasn't on the toe brakes.  The Tecnam Echo has a 

single brake lever between the seats.

I think he had not yet developed the soft touch needed for such a light 

and sensitive plane.  He was over controlling a lot a couple of days 

before.  I'm guessing it is just a case of one day of demonstration and 

practice just isn't enough for a normal plane pilot to make a smooth 

transition to LSA.

Paul

On 4/13/2011 11:20 AM, Don Honabach wrote:

 	  Quote: 	

>> ...where I could make predictable good landings

 After almost 200 hours in my 601HDS, I'm still a bit surprised when I tip-toe onto the run way, but it does tend to happen much more often now which is nice. When I do, there is nothing like it!

>> On the second day he blew a tire landing at Ogden Utah

 I wonder if he was landing with the toe breaks on? I went through a set of mains really quickly during my first 50 hours because of having my feet positioned too high and inadvertently landing with brakes on. Never realized it and just thought the tires were wearing really quickly and then someone mentioned to me that there was smoke coming from the tires when I landed and I finally figured out what I was doing...

 Don

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psm(at)att.net
Guest

Posted: Mon Apr 18, 2011 7:25 am Post subject: Final Report on the Markermeer accident has been publishe

Hi Juan,



I decided to look up the actual document in question to determine 

whether I imagined the "Nuclear Option" or not.  It appears I did use my 

own brain a little bit interpreting the black and white facts.  The 

simple truth is the SAIB: 

http://www.faa.gov/aircraft/gen_av/light_sport/media/Zodiac_Appendix.pdf

says they " . . . strongly recommend compliance with the drawings and 

instructions contained in the AMD Safety Directive . . . ".  It then 

goes on immediately to quote FAR 91.7 which says "No person may operate 

a civil aircraft unless it is in an airworthy condition".  This is all 

under the heading "For amateur built and E-LSA operators"



So the threat they would pull your license if you don't comply and go 

ahead and fly the airplane in an un-airworthy condition (the implication 

is that the XL without the AMD update is not airworthy) is a conclusion 

on my part rather than a direct statement.  If you want to test this 

conclusion, I suggest you ask your local FAA FSDO how they feel about 

you flying a Zodiac XL without the upgrade.  I predict that will give 

you an opportunity to save a lot of money you might otherwise have spent 

on avgas.



I attached a photo copy of the applicable area in the SAIB.  It is in 

appendix I near the end of the document.



I am glad I went through this exercise.  It turns out the guy whose name 

appears at the bottom of this statement, Wes Ryan, is the same guy I had 

a long chat with in November 2010 at an ASTM meeting.  He told me in no 

uncertain terms that the design was deficient before the upgrade and 

meets the required ASTM specification after the upgrade.



Paul

nearing first flight after installing upgrade



On 4/18/2011 6:42 AM, Juan Vega wrote:

[quote] 



 Paul;

 Your quote "That, in my opinion, is why they used the "Nuclear Option"

 of declaring the XL un-airworthy and threatening to ground any pilot

 caught flying it"              I have to call false and misleading.  Thats a big 10 on the BS-ometer.



 The facts are,  if you have a Zodiac with NO mods done,   you are perfectly Legal, so long as it is E-AB.  The FAA cannot do anything about it.  If you need it insured,  thats another story.  Paid cash and non insured?  No problem you can fly to your hearts content.  And frasnkly probably with no issues for a loooooong time.



 Juan

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bryanmmartin

Joined: 10 Jan 2006
Posts: 1018

Posted: Mon Apr 18, 2011 3:34 pm Post subject: Final Report on the Markermeer accident has been publishe

On Apr 18, 2011, at 11:19 AM, Paul Mulwitz wrote:



 	  Quote: 	
		   

 

 I am glad I went through this exercise.  It turns out the guy whose name appears at the bottom of this statement, Wes Ryan, is the same guy I had a long chat with in November 2010 at an ASTM meeting.  He told me in no uncertain terms that the design was deficient before the upgrade and meets the required ASTM specification after the upgrade.

 


	


Wes Ryan may be correct in his statement to you, but that is irrelevent. An E-AB aircraft is not required to comply with the ASTM specification for LSA. The builder simply has to show, with a proper phase 1 test program, that the airplane can safely be flown within its designated flight envelope.



There are E-AB aircraft out there that are far more dangerous to fly and are designed to much lower safety margins than the 601-XL and are still perfiectly legal to fly.

-- 

Bryan Martin

N61BM, CH 601 XL,

RAM Subaru, Stratus re-drive.

do not archive.

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_________________
--
Bryan Martin
N61BM, CH 601 XL, Stratus Subaru.
do not archive.

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