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eedetailing(at)qwest.net
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 Posted: Wed Jan 25, 2006 3:02 pm Post subject: Tire size and Zero G. |
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Folks,
Anyone here have the size of tire handy for a 601 HD?
Need to get new ones ordered, and had to leave my plane
in MT last weekend.
Got my destination socked in by fog for 2 days.
Also got to experience a momentary zero G in clear air,
all of the sudden my camera bag is floating in the canopy
and then over to my side of the plane. Lost close to 1000 feet
before the ride was thru. Still analying in my mind, and so
am not sure if I suddenly got a 50 mph tail causing a stall
and drop or if it was downdraft, or a black hole.
No damage to the plane, we were flying wings level the whole
time.
TimE
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john.marzulli(at)gmail.co
Guest
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| Posted: Wed Jan 25, 2006 3:39 pm Post subject: Tire size and Zero G. |
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I've been hearing conflicting views recently about how to deal with that
sort of down draft situation.
One side says to just try to hold your attitude while another has told me to
try to "dive" out of a draft like that to get out of it quicker.
I know there is a lot of GA experience on the list so any thoughts or
comments?
DO NOT ARCHIVE
On 1/25/06, Tim Egan <eedetailing(at)qwest.net> wrote:
| Quote: |
Folks,
Anyone here have the size of tire handy for a 601 HD?
Need to get new ones ordered, and had to leave my plane
in MT last weekend.
Got my destination socked in by fog for 2 days.
Also got to experience a momentary zero G in clear air,
all of the sudden my camera bag is floating in the canopy
and then over to my side of the plane. Lost close to 1000 feet
before the ride was thru. Still analying in my mind, and so
am not sure if I suddenly got a 50 mph tail causing a stall
and drop or if it was downdraft, or a black hole.
No damage to the plane, we were flying wings level the whole
time.
TimE
|
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heliav8r(at)swbell.net
Guest
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| Posted: Wed Jan 25, 2006 4:18 pm Post subject: Tire size and Zero G. |
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Just try to keep the wings level and reduce airspeed to your aircraft's
maneuvering speed.
DO NOT fight to keep the aircraft on altitude. You may amplify the vertical
oscillations resulting in increased load on the wings and you might either
stall or overload the wings during a pull-up.
Just SLOW DOWN and try to keep the wings level!!!
---
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Larry McFarland
Joined: 10 Jan 2006
Posts: 36
Location: East Moline, Illinois
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| Posted: Wed Jan 25, 2006 5:30 pm Post subject: Tire size and Zero G. |
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Tim,
If you're using the 8-inch wheels the tire size is generally called an
4.00 by 8.00.
I use a Michelin 3.5 by 8.0 called the S-83 tire. It's used on motor
scooters. Excellent
tire, rounded section and much easier to look at than the wheelbarrow tires.
Tubes for these also have the bent stems that are easily accessible.
Sometime ago, when getting a final check ride for re-establishment of my
pilot certificate, my
instructor and I encountered a wind-shear on final approach that cost us
100 feet with no notice.
Shortly after commenting that I was a little high we dropped as if the
wings were cut off, no imbalance
or change in attitude, but when we caught air again and regained
control, we were only 30 feet above the
runway. I'd never encountered shear before or since. It doesn't seem
to be something
you can do anything about or do to prevent short of flying higher or not
flying at all.
Very scary experience to say the least! We did report wind-shear to the
tower which provided
warning to other aircraft on approach for a while.
Larry McFarland
do not archive
Tim Egan wrote:
| Quote: |
Folks,
Anyone here have the size of tire handy for a 601 HD?
Need to get new ones ordered, and had to leave my plane
in MT last weekend.
Got my destination socked in by fog for 2 days.
Also got to experience a momentary zero G in clear air,
all of the sudden my camera bag is floating in the canopy
and then over to my side of the plane. Lost close to 1000 feet
before the ride was thru. Still analying in my mind, and so
am not sure if I suddenly got a 50 mph tail causing a stall
and drop or if it was downdraft, or a black hole.
No damage to the plane, we were flying wings level the whole
time.
TimE
|
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_________________
Larry McFarland - 601HDS - Stratus |
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p.mulwitz(at)worldnet.att
Guest
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| Posted: Wed Jan 25, 2006 10:33 pm Post subject: Tire size and Zero G. |
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I got involved in this discussion last time around, so I can give a
quick summary.
In powered planes, it is probably best to maintain attitude (and
airspeed) and wait for the downdraft to go away. Apparently glider
drivers like to push the nose down to get through this sort of thing
more quickly.
Good luck,
Paul
XL wings
At 03:38 PM 1/25/2006, you wrote:
| Quote: | I've been hearing conflicting views recently about how to deal with that
sort of down draft situation.
One side says to just try to hold your attitude while another has told me to
try to "dive" out of a draft like that to get out of it quicker.
I know there is a lot of GA experience on the list so any thoughts or
comments?
|
---------------------------------------------
Paul Mulwitz
32013 NE Dial Road
Camas, WA 98607
---------------------------------------------
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d3dw(at)msn.com
Guest
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| Posted: Thu Jan 26, 2006 7:31 am Post subject: Tire size and Zero G. |
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I would think the question here has to do with airspeed. I have come in over trees before and the bottom dropped out close to the ground on crossing the tree line...even landing upwind. In this case I put the nose down...to gain airspeed. this is why one carries extra speed on a windy day. If the wind quits, you have a cushion of speed.
If you have sufficient airspeed in any body of moving air whether it is going up, down, North or South, you don't have to put the nose down to keep the plane flying. If the change in movement of that air is too abrupt for your aircraft to handle, I think you are just along for the ride. Look for airspeed first. Then you can fly. don
oMessage -----
From: Paul Mulwitz<mailto:p.mulwitz(at)worldnet.att.net>
To: zenith-list(at)matronics.com<mailto:zenith-list(at)matronics.com>
Sent: Thursday, January 26, 2006 12:30 AM
Subject: Re: Tire size and Zero G.
I got involved in this discussion last time around, so I can give a
quick summary.
In powered planes, it is probably best to maintain attitude (and
airspeed) and wait for the downdraft to go away. Apparently glider
drivers like to push the nose down to get through this sort of thing
more quickly.
Good luck,
Paul
XL wings
At 03:38 PM 1/25/2006, you wrote:
>I've been hearing conflicting views recently about how to deal with that
>sort of down draft situation.
>
>One side says to just try to hold your attitude while another has told me to
>try to "dive" out of a draft like that to get out of it quicker.
>
>I know there is a lot of GA experience on the list so any thoughts or
>comments?
---------------------------------------------
Paul Mulwitz
32013 NE Dial Road
Camas, WA 98607
---------------------------------------------
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japhillipsga(at)aol.com
Guest
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| Posted: Thu Jan 26, 2006 9:51 am Post subject: Tire size and Zero G. |
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I agree with Don when landing and that speed is life. On the other hand, two weeks ago my dear, sweet wife an I were flying our XL back from Tennessee and at about 5000 feet hit "something" in clear air. Cruising near 140 the plane bumped a couple times and then dropped 500 feet, still pretty level with some effort, I reduced power to slow the plane back well into the green. Slammed down to a bottom at 4500 feet. Bumped along for maybe 5 seconds and was slammed again from below and the updraft shoved us up 1000 feet in mere seconds and tried to tip us over. Max alerion and right wing still rolling us over. I looked at the VSI and it was max ed past 1500 fpm. I kept her as level as I could, maybe a little nose down, but we stopped rising at past 5500 feet. Bumped along maybe 30 seconds and then smooth air. My poor wife was scared wit less and that is the first time in all these years that I really wanted on the ground. I know two things. The 601XLs can take a hell of a lot of
punishment and I pray I don't ever do that again. The most important thing in such a helpless situation is help the plane weather the assault and slowing her so as to not add to the stress factors with speed is essential. FWIW and Best Regards,
Bill N505WP 601XL-3300 w/dc
--
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frank.hinde(at)hp.com
Guest
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| Posted: Thu Jan 26, 2006 10:10 am Post subject: Tire size and Zero G. |
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Bet that go your attention..Friend of mine "woke up" one day after he
got lifted to 20,000ft in a C206...Dang!
Frank
Do not archive
--
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ronflys701
Joined: 09 Jan 2006
Posts: 5
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| Posted: Thu Jan 26, 2006 11:00 am Post subject: Tire size and Zero G. |
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In the Waterloo area west ;of Toronto I often fly in the hot weather and it
is a common event to hit an updraft / thermal and rise at 1000 - 1200 ft per
min and fall at the same rate. Many times flying to Collingwood in hot
weather Ive pushed the nose of the plane down and was still rising at 500 ft
per minute ...Yes it happens and quite often............It can be a little
concerning when you can t control ur rate of climb or decent..this usually
happened around 2000 ft and sometimes can take u to 4500 ft in a jiffy.I
have found only by slowing down substancially can I decent in these
conditions and I to was amazed at the forces exerted on the plane at times
almost tipping us upside down and that is in a 701
[quote]From: japhillipsga(at)aol.com
Reply-To: zenith-list(at)matronics.com
To: zenith-list(at)matronics.com
Subject: Re: Tire size and Zero G.
Date: Thu, 26 Jan 2006 12:49:11 -0500
I agree with Don when landing and that speed is life. On the other hand,
two weeks ago my dear, sweet wife an I were flying our XL back from
Tennessee and at about 5000 feet hit "something" in clear air. Cruising
near 140 the plane bumped a couple times and then dropped 500 feet, still
pretty level with some effort, I reduced power to slow the plane back well
into the green. Slammed down to a bottom at 4500 feet. Bumped along for
maybe 5 seconds and was slammed again from below and the updraft shoved us
up 1000 feet in mere seconds and tried to tip us over. Max alerion and
right wing still rolling us over. I looked at the VSI and it was max ed
past 1500 fpm. I kept her as level as I could, maybe a little nose down,
but we stopped rising at past 5500 feet. Bumped along maybe 30 seconds and
then smooth air. My poor wife was scared wit less and that is the first
time in all these years that I really wanted on the ground. I know two
things. The 601XLs can take a hell of a lot of
punishment and I pray I don't ever do that again. The most important
thing in such a helpless situation is help the plane weather the assault
and slowing her so as to not add to the stress factors with speed is
essential. FWIW and Best Regards,
Bill N505WP 601XL-3300 w/dc
--
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