Giants still walk the earth

This man (Mr Woods) must wear a kilt, for his balls are clearly too big
for pants.

http://www.maddyhome.com/krsrch/message?sn=3&hit=0

"flybynightkarmarepair" wrote in message
ups.com...
This man (Mr Woods) must wear a kilt, for his balls are clearly too big
for pants.

http://www.maddyhome.com/krsrch/message?sn=3&hit=0

Link goes to a timed out session.
--
Jim in NC

Richard is correct.

Note: while this was posted to the KRNet mailing list, the plane in
question was a Jodel D11

If he hadn't fixed the roll-off, and got the airplane in trim before
this flight, it would have almost certainly entered a spiral dive
before he got his act together, even with the ice water in his veins.

I once tried flying a Cessna 150 hands off, feet on the floor to see
how long it would take before entering a spiral. Flying solo, in a
beater trainer, it was 25 seconds before I was at maneuvering speed in
a tight spiral.

: This man (Mr Woods) must wear a kilt, for his balls are clearly
too big
: for pants.
:
: http://www.maddyhome.com/krsrch/message?sn=3&hit=0
:
:Link goes to a timed out session.

I *think* he means this:

------------------------------

Date: Jan 1, 2005 2:22 PM
From: haroldwoods email address deleted
Subject: KR Control surface failure.

Eduardo wants to know how I got down from 5000 feet. Well here goes.
The object of that exercise was to test for power stalls. I also
wanted to check it out for a wing drop on a violent stall. This was
at
about 35 hours into the testing.Up to about this time you could never
let go of the stick because it would roll left.We found that when the
wing was bolted onto the fuselage, it had hung up on the left side.
and did not come down properly. This had twisted one wing. We were
able to get the wing into a new and correct position.The question was
would it still roll left? While I was at 5000 feet the mild stalls
indicated there now was no roll on the stall. That was why I decided
to do a violent power stall. I zoomed up to somewhere between 60 or
70
degrees, chopped the power and pulled back very hard on the stick.The
Jodel has a peculiar 2 stick system. Provision had been made for two
sticks but only one was installed on the pilot's side . A horizontal
tube interconnected the two sticks. The passenger side at this moment
in time was only an empty elbow pointing upwards. In the future the
passenger stick would be inserted into the elbow. When the pilot's
stick broke off at the floor level, all that remained was the
horizontal extension with the empty elbow on it.
The plane picked up speed in its vertical dive. I was over Mud Lake
and could see the pads of bull rushes getting bigger.I pulled the
trim
tab to nose up but it was stuck. The plane has arbitrarily been red
lined somewhere around 145 mph. It was now passing 180 mph. I tried
to
reach over the back seat to get at the elevator controllable but the
floor in the baggage compartment prevented this. Then I noticed that
the bull rushes were now moving down past the nose. The very high
lift generated by the high speed was causing the plane to "climb". At
2000 feet it was level and starting to climb. At 4500 feet it
stalled,
again no fall off on the wings.
As it stalled I applied full throttle, flattening the stall. Then
power off and down we went again. It was a milder repetition this
time
. There were 3 roller-coaster dives. I was able to get it level at
about 4000 feet. It flew perfectly level.I then inspected the break.
I
reasoned that if I could place the stick alongside the passengers
horizontal portion and tie it to the elbow , I might regain control.
In the luggage compartment was a screw driver. It was far too sloppy
when set into the elbow.
I got the yellow pencil from the log book, broke it into 3 pieces,
placed them in the elbow and pushed the screw driver in between. It
was much stiffer now.I took off my belt from my trousers, released my
shoulder harness got my head down under the dash and proceed to wrap
the belt around the stick and the horizontal tube.It was at this time
that I realized the engine was revving up. I glanced over the panel
in
time to see the horizon vertical on the nose. It had rolled over and
was nosing down into another dive. I grabbed the elbow and lifted it.
This stopped to roll. By pulling back on the screwdriver I got it
level again. I then took out the shoe laces from my shoes and laced
the screwdriver and the broken stick together.This produced another
roll over and dive but it was now much easier to control. This was a
day which was sunny, no wind, no bumps. Just a perfect day. No
traffic around our small airport. I reduced speed to 65 mph and
tried
gentle turns. It was good in roll but sloppy in pitch. A long 5 mile
approach was made .A gentle decent rate was controlled by
throttle.The approach took us over the tree tops , over a bay, over
the far shore , over the fence and onto the grass runway for a
painted
on landing. Cut the throttle, turn off to my parking spot and stop. I
sure was glad to get down in one piece. In 3 days the controls had
been fixed and the plane inspected for poor welds. I took it up and
it flew like an angel. I think that there was one riding on my
shoulder that eventful day.
The moral of this tale seems to be: 1) get good welds . 2) install a
trim tab that works over all speed ranges. 3) ensure that the plane
will fly level without touching the stick at normal glide speed. 4)
get a guardian angel and always fly with her. Sorry that this got so
long winded.
Harold Woods
Orillia,ON. Can.
harold

On 3 Jan 2005 20:48:00 -0800, "flybynightkarmarepair"
wrote:

Richard is correct.

Note: while this was posted to the KRNet mailing list, the plane in
question was a Jodel D11

If he hadn't fixed the roll-off, and got the airplane in trim before
this flight, it would have almost certainly entered a spiral dive
before he got his act together, even with the ice water in his veins.

I once tried flying a Cessna 150 hands off, feet on the floor to see
how long it would take before entering a spiral. Flying solo, in a
beater trainer, it was 25 seconds before I was at maneuvering speed in
a tight spiral.

An instructor had me trim the Deb for hands off level flight in a 2-G
turn. (60 degrees) It made a 720 and still showed no sign of falling
off.
It will pretty much stay where it's trimmed, but trimming it delicate.
You usually find it starting a slight turn and possibly a very slow
descent, or climb.

I've flown 172s and Cherokees that would just set there. I flew one
Cherokee where I couldn't let go. It was badly out of rig

As a primary student I flew 150s for a short time. The instructor and
I put it at gross with full fuel. In one of the 150s the instructor
who was a bit hefty, could make the plane turn, climb, or descend
simply by leaning right, left, forward, or back. Admittedly they were
all gentle turns and very gradual climbs and descents, but it never
fell off into a spiral.

Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

: This man (Mr Woods) must wear a kilt, for his balls are clearly
too big
: for pants.
:
: http://www.maddyhome.com/krsrch/message?sn=3&hit=0
:
:Link goes to a timed out session.

I *think* he means this:

------------------------------

Date: Jan 1, 2005 2:22 PM
From: haroldwoods email address deleted
Subject: KR Control surface failure.

Eduardo wants to know how I got down from 5000 feet. Well here goes.
The object of that exercise was to test for power stalls. I also
wanted to check it out for a wing drop on a violent stall. This was
at
about 35 hours into the testing.Up to about this time you could never
let go of the stick because it would roll left.We found that when the
wing was bolted onto the fuselage, it had hung up on the left side.
and did not come down properly. This had twisted one wing. We were
able to get the wing into a new and correct position.The question was
would it still roll left? While I was at 5000 feet the mild stalls
indicated there now was no roll on the stall. That was why I decided
to do a violent power stall. I zoomed up to somewhere between 60 or
70
degrees, chopped the power and pulled back very hard on the stick.The
Jodel has a peculiar 2 stick system. Provision had been made for two
sticks but only one was installed on the pilot's side . A horizontal
tube interconnected the two sticks. The passenger side at this moment
in time was only an empty elbow pointing upwards. In the future the
passenger stick would be inserted into the elbow. When the pilot's
stick broke off at the floor level, all that remained was the
horizontal extension with the empty elbow on it.
The plane picked up speed in its vertical dive. I was over Mud Lake
and could see the pads of bull rushes getting bigger.I pulled the
trim
tab to nose up but it was stuck. The plane has arbitrarily been red
lined somewhere around 145 mph. It was now passing 180 mph. I tried
to
reach over the back seat to get at the elevator controllable but the
floor in the baggage compartment prevented this. Then I noticed that
the bull rushes were now moving down past the nose. The very high
lift generated by the high speed was causing the plane to "climb". At
2000 feet it was level and starting to climb. At 4500 feet it
stalled,
again no fall off on the wings.
As it stalled I applied full throttle, flattening the stall. Then
power off and down we went again. It was a milder repetition this
time
. There were 3 roller-coaster dives. I was able to get it level at
about 4000 feet. It flew perfectly level.I then inspected the break.
I
reasoned that if I could place the stick alongside the passengers
horizontal portion and tie it to the elbow , I might regain control.
In the luggage compartment was a screw driver. It was far too sloppy
when set into the elbow.
I got the yellow pencil from the log book, broke it into 3 pieces,
placed them in the elbow and pushed the screw driver in between. It
was much stiffer now.I took off my belt from my trousers, released my
shoulder harness got my head down under the dash and proceed to wrap
the belt around the stick and the horizontal tube.It was at this time
that I realized the engine was revving up. I glanced over the panel
in
time to see the horizon vertical on the nose. It had rolled over and
was nosing down into another dive. I grabbed the elbow and lifted it.
This stopped to roll. By pulling back on the screwdriver I got it
level again. I then took out the shoe laces from my shoes and laced
the screwdriver and the broken stick together.This produced another
roll over and dive but it was now much easier to control. This was a
day which was sunny, no wind, no bumps. Just a perfect day. No
traffic around our small airport. I reduced speed to 65 mph and
tried
gentle turns. It was good in roll but sloppy in pitch. A long 5 mile
approach was made .A gentle decent rate was controlled by
throttle.The approach took us over the tree tops , over a bay, over
the far shore , over the fence and onto the grass runway for a
painted
on landing. Cut the throttle, turn off to my parking spot and stop. I
sure was glad to get down in one piece. In 3 days the controls had
been fixed and the plane inspected for poor welds. I took it up and
it flew like an angel. I think that there was one riding on my
shoulder that eventful day.
The moral of this tale seems to be: 1) get good welds . 2) install a
trim tab that works over all speed ranges. 3) ensure that the plane
will fly level without touching the stick at normal glide speed. 4)
get a guardian angel and always fly with her. Sorry that this got so
long winded.
Harold Woods
Orillia,ON. Can.
harold