Other incident at OSH...

comfortcat · #1 07-30-2015, 04:44 PM

Did anyone hear of a 6A winding up upside down at OSH this year?

CC

Infidel · #2 07-30-2015, 04:47 PM

Yep, but not sure it flipped.

rolivi · #3 07-30-2015, 05:39 PM

I know all about it, since I was flying her.

Did not flip. "Just" collapsed nose gear and prop strike.

Got the word from the insurance company that all the repairs are approved so I should be going back to Oshkosh in about 6-8 weeks to pick her up.

Kyle Boatright · #4 07-30-2015, 05:43 PM

Quote:

Originally Posted by rolivi

I know all about it, since I was flying her.

Did not flip. "Just" collapsed nose gear and prop strike.

Got the word from the insurance company that all the repairs are approved so I should be going back to Oshkosh in about 6-8 weeks to pick her up.

Any insight on what caused the nose gear to collapse?

rolivi · #5 07-30-2015, 06:13 PM

So... I was cleared to 36R and instructed to land long (since I would have to taxi full length to get across to parking)

There was about a 15-20 kt direct cross wind, so all the tail wheel guys were keeping 27 very busy.

I was pretty close to max weight and with the camping equipment the CG was fairly aft (but within limits)

I got too slow, flaired too high, and dropped harder than normal on the mains, bounced, and nosed over. Not sure if the gear failed first or the prop struck first but they clearly both happened.

Not a scratch on me or my passenger. So... it could have been much worse.

NYTOM · #6 07-30-2015, 06:23 PM

Rob was it a stock set up or did you have any of the AntiSplat Aero stuff installed?

rolivi · #7 07-30-2015, 06:37 PM

Stock setup.

I only mentioned that 27 was slammed as a data point. I accepted 36R.

Among lessons learned: 1) I'll ship my gear to the show and 2) If the winds favor another runway as they did that day, I'll go back around ask for the other one.

Most of my practice leading up the trip was keeping the 90kts, 1800ft, and 1/2mi spacing going. Should have also practiced landings with the extra weight too.

Ironflight · #8 07-30-2015, 06:44 PM

Thanks very much for the report Rob! We all learn (unfortuantely) by other's bad fortune, and I will never criticize someone for openly sharing the lessons they learned. Very good point you just made about practicing the "up and away" stuff and not thinking about the landing at aft CG - and..... the CG moves aft with fuel burn, so it gets worse as the flight goes on. A "wow, that was different!" take-off can be followed by a "look out!!" landing if you use most of the fuel.

vic syracuse · #9 07-30-2015, 06:45 PM

Rob, is very accurate on his assessment. I was sitting there watching and yelling "power!". I wish I had keyed my handheld radio, but things happened so fast. I had a perfect 90 degree view and it looked like he got behind the power curve. It was a perfect demonstration, unfortunately. Once the nose hit and bounced so hard I was fairly certain it got the prop and was glad Rob didn't add power to go around.
Glad no one was hurt.

Vic

Kyle Boatright · #10 07-30-2015, 07:07 PM

Quote:

Originally Posted by vic syracuse

Rob, is very accurate on his assessment. I was sitting there watching and yelling "power!". I wish I had keyed my handheld radio, but things happened so fast. I had a perfect 90 degree view and it looked like he got behind the power curve. It was a perfect demonstration, unfortunately.

Vic

At heavy weights and low airspeed our low aspect ratio airplanes can bleed energy quickly. Something to always keep in mind.