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nuckolls.bob(at)aeroelect
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 Posted: Sat Sep 17, 2011 9:36 pm Post subject: Bad day at the airport. . . |
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A friend of mine has been tracking the Reno accident. There's
a picture circulating that shows what appears to be a detached
elevator trim tap on the accident aircraft . . .
That's never a good thing . . . and can be really bad at
400 kts.
[img]cid:7.1.0.9.0.20110918002917.01dd5160(at)aeroelectric.com.0[/img]
Bob . . .
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stuart(at)stuarthutchison
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| Posted: Sun Sep 18, 2011 2:05 am Post subject: Bad day at the airport. . . |
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Tragic .. my wild guess is flutter ... given only 60% of the left trim tab appears to be separating.
Cheers, Stu
<?xml:namespace prefix = o ns = "urn:schemas-microsoft-com:office:office" />
F1 Rocket VH-FLY http://www.mykitlog.com/RockFLY [url=about:www.teamrocketaircraft.com]www.teamrocketaircraft.com[/url]
From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L. Nuckolls, III
Sent: Sunday, September 18, 2011 3:33 PM
To: aeroelectric-list(at)matronics.com
Subject: Bad day at the airport. . .
A friend of mine has been tracking the Reno accident. There's
a picture circulating that shows what appears to be a detached
elevator trim tap on the accident aircraft . . .
That's never a good thing . . . and can be really bad at
400 kts.
[img]cid:149405609(at)18092011-31AF[/img]
Bob . . .
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nuckolls.bob(at)aeroelect
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| Posted: Sun Sep 18, 2011 5:34 am Post subject: Bad day at the airport. . . |
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At 05:01 AM 9/18/2011, you wrote:
| Quote: | | Tragic ... my wild guess is flutter ... given only 60% of the left trim tab appears to be separating. |
Don't know about this airplane but I do know that a Beechjet
trimmed for cruise is trimmed at or near full nose down.
In fact, some pilots complain that they can't achieve book-values
for cruise speeds when their trim actuator hits the full nose
down stop before they've achieved the last few knots of
speed. This is common when the airplane is loaded heavier
by the tail.
When Beechjet trim systems fail in cruise, it takes a LOT
of nose up force on the stick to handle the airplane at
lower speeds and particularly in the approach to landing
and flare. Something on the order of 170 pounds.
Suppose this airplane trimmed for high speed suddenly
lost a substantial portion of it's nose-down trim.
It seems likely that the airplane would pitch up with
some vigor. After that, it's a mater of pilot awareness
and reaction to make the right moves on the stick . . .
assuming the forces encountered are even manageable.
The structural robustness of this airplane may be the
only reason it didn't pull the wings off in pitch-up.
The rash of v-tail bonanza accidents some years back
demonstrated many incidences where the leading edge
of the stabilizer failed downward thus causing the
airplane to pitch up followed by failure of one or
both spars.
No doubt others more informed as to this airplane's
handling characteristics will be along to help connect
the dots of information as they surface.
I understand the NTSB/FAA guys are mumbling something about
re-constructing the pieces which are numerous and quite small.
I saw video of an airframe deliberately crashed into a reactor
containment wall at dive speeds. It looked as if the airframe
had been run through a tub grinder and spit out in bite-sized
pieces. All that kinetic energy has to go somewhere.
If tab failure was the initiating event . . .and given that
the airplane hit the ground in essentially one piece . . .
it seems that re-assembly, even if possible, would only
show that the airplane had no other failures before impact.
Bob . . . [quote][b]
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