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09-20-2012, 09:35 AM
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Join Date: Jan 2006
Location: Altoona, PA
Posts: 122
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Allan, is the Ball Bearing mod mentioned above and the 'nose wheel bearing mod' on your web site the same?
__________________
Charlie Becker
N464CB. RV8A(es)
Certificate Issued
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09-20-2012, 09:48 AM
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Join Date: Sep 2010
Location: Redlands, Ca.
Posts: 1,458
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Quote:
Originally Posted by ctbecker
Allan, is the Ball Bearing mod mentioned above and the 'nose wheel bearing mod' on your web site the same?
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...Yes that is the one. Thanks, Allan... 
__________________
Allan Nimmo
AntiSplatAero.com
Innovative Aircraft Safety
Products, Tools & ServicesInfo@AntiSplatAero.com Southern California (KREI)
RV-9A / Edge-540 
(909) 824-1020
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09-20-2012, 09:58 AM
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Join Date: Sep 2010
Location: Redlands, Ca.
Posts: 1,458
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Quote:
Originally Posted by PCHunt
The link took me to a sign-in page for Vimeo, but no video.
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..Try this; https://vimeo.com/46060731 I also fixed the link in the original post! Thanks, Allan.... 
__________________
Allan Nimmo
AntiSplatAero.com
Innovative Aircraft Safety
Products, Tools & ServicesInfo@AntiSplatAero.com Southern California (KREI)
RV-9A / Edge-540 
(909) 824-1020
Last edited by PerfTech : 09-20-2012 at 10:01 AM.
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09-20-2012, 10:44 AM
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Join Date: Sep 2009
Location: Rochester, MN
Posts: 710
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Quote:
Originally Posted by Ron Lee
Just saying that you flipped without details...especially the surface...is not helpful.
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wow .
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09-20-2012, 04:30 PM
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Join Date: May 2012
Location: Bromont, Quebec
Posts: 5
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So here is some more info on this landing. I'll do the best I can to be honest with myself.
This was a grass strip almost 3,000 in length. There was a modest 7kt crosswind. I'd say it felt fairly windless as we crawled out of the inverted aircraft. There were no serious bumps to be seen but I'd have to report there was a lot of bouncing along the runway on landing. If I look at possible sources of pilot error I'd have to say I don't remember holding hard back on the stick after landing, but I normally to do that. I had the right approach speed (60-65 kts is my usual approach). In the last few moments before landing I was watching the trees either side of me and making sure I stayed straight so I didn't see my speed on touchdown. On the runout we seemed to cover a lot of ground so one possibility is that I dropped the nose to make the runway, and picked up some speed but I don't conciously recall doing that at all. It felt very normal as we touched down, with no particular concerns when the wheels made contact, neither in landing distance or attitude.
In the last three seconds I was concerned that we would run out of runway. I had never landed here before, and the end seemed awfully close compared to my home airport which is 5,000' of tarmac. I began to apply brakes which is when the trouble started. The aircraft started bouncing at the nose, and then lurched up (as though we'd hit a non-existent bump). As it came down the nosewheel seemed to bury in. Very quickly after that the propeller made contact with the ground which flipped us over.
The nose gear fairing had come off at the start of a groove about 40yds long. The other end of that groove was where we flipped. The lower part of the nose gear was wrapped around the wheel. The upper part was bent but seemed to have fared better than the engine mount which has one tube bent and a fracture across the top centre section.
The wings were OK. I'm buying an already built empennage. The propeller is in good enough shape that it's in for repair. I'm in the process of removing the engine to have it torn down and inspected. The fuselage has some small distortion at the firewall and a kink at the baggage compartment bulkead. It looks like the safest would be a rebuild of the fuselage.
The canopy is toast but the roll bar survived intact. One last thought. Those discussions about something to break the canopy open miss the point. When you flip over the canopy breaks open so what you really need is not something to break it open but something that will break off the sharp broken pieces. When you're upside down everything is a little harder to find too! Snug five point seatbelts really work. Really tight is better than somewhat tight.
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09-20-2012, 05:02 PM
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Join Date: Mar 2007
Location: Sonoma County
Posts: 3,821
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All good information........ Thank You!
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VAF #897 Warren Moretti
2019 =VAF= Dues PAID
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09-20-2012, 05:23 PM
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Join Date: Dec 2011
Location: North Carolina
Posts: 94
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Thanks for the info Ian, , one question for the population, has a RV'A model with the antisplat nosejob flipped over yet, that anyone knows of????
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09-20-2012, 05:41 PM
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Join Date: Sep 2005
Location: Maple Grove, MN
Posts: 2,334
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Quote:
Originally Posted by jongurley
Thanks for the info Ian, , one question for the population, has a RV'A model with the antisplat nosejob flipped over yet, that anyone knows of????
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Ian, glad you are physically ok, so sorry to hear about the plane.
Regarding the question above, it is probably confounding data - most, if not all, with the anti splat feature probably have decent wheel bearings as well. I've written ad nauseum on the wheel bearing problem...
My question for about 4 or 5 years has been "have any flipped with a rigid type of axle/bearing setup?". Extremely hard to get this information.
I will note that the number of incidents has dropped sharply since the discussion about wheel bearing/axle design. Hopefully, the anti-splat will be icing on that cake!
Great comment about the canopy breakers. Maybe some sort of handle with a slot in it for busting loose remaining plexi? Something vaguely like a crescent wrench set at about a quarter inch.
__________________
Alex Peterson
RV6A N66AP 1700+ hours
KADC, Wadena, MN
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09-21-2012, 07:14 AM
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Join Date: Mar 2010
Location: Cambridge, Mn.
Posts: 9
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I did the same as you describe with my nose gear and new fork. Also I added a oak cove moulding on the aft side of the strut secured with duct tape which will be replaced w/glass
now that it's a proven fix. Landed and taxied on several grass strips and parking areas with no problem. Walt RV-6A
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09-21-2012, 07:34 AM
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Join Date: Jun 2005
Posts: 3,275
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Quote:
Originally Posted by AlexPeterson
I will note that the number of incidents has dropped sharply since the discussion about wheel bearing/axle design. Hopefully, the anti-splat will be icing on that cake!
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Do you have factual statistics showing this? How does "discussion" result in a drop in flipovers?
Either people avoid the primary causal surface (non-paved in my OPINION) or they make a physical change that reduces the chance of this happening.
That would also require that a huge percentage of people make the changes (physical and/or operational).
I did change to the new fork, added a carbon fiber skid plate to the nose wheel pant but more importantly..I avoid non-paved surfaces.
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