Date   

Re: Bad news - good news

Isaksson Roger <scratchdeeper@...>
 

Thankyou Larry,

There was no need for an accident, but we all got better. We all know better now.

We won the war over the bad guys, people died, even innocent, they didnt have to die, but the world got better.

We have the freedom to drive a car, we can go anywhere we want.

Well over 40.000 of our citicens will die every year for that freedom.

So our society accepts the loss of 40.000 citicens every year for such a simple right as being able to drive a car.

We balance our freedom with our sacrifice.

Freedom is never free.

You want to smoke...you have the freedom to that too, as long as you understand that you have a 15% chance of dying of it.

It can even be a bit bizarre when a smoker is smoking his cig, sitting in his car, commenting about the dangers of flying a homebuilt.

A solution would be to forbid, smoking, homebuilts, war, and cars.

That would be very responsible, and very safe.

It would for sure be very irresponsible to own a pool in your backyard, 200 kids a year drown in those.

We sure want to approach this in a responsible and safe manner.

Larry, believe me , we know better, you have to quit smoking, fill your pool with cement, junk your car, join the anti war movement, and when it comes to your homebuilt, I'm sorry, your competence is on the line, and you have to cut it up, and go home , assume the lotus position and seriously have a seance with yourself considering your faulty decisions about it, while you are intensively studying your navel.

If not, you will destroy it for everybody else.

Roger :)









larry severson <larry2@...> wrote:

Do not take this wrong, I'm in the building stage, and trying to learn.
I think a lot of the problems with the Q2 may well be that people have
not been open enough when things went wrong. The safty record of what
to me seems to be the craft of my dreams scares the bgesis out of me.
The Human Factors society was formed 60 years ago because there were
too many dumb accidents like the one I had. It's goal was to see how
humans react to various situations to avoid having aircraft designs
and instruments that would lead the pilot to make an error.

I will be posting on the QList web site solutions to design problems
that I discover. I knew that the reflexer design put out by QAC (and
on 33LQ) was a problem waiting to happen. It incorporated a knob in
the center console that had to be pulled to reflex and pushed to
level. It is both out of the normal pilot sight. But more important,
it requires the pilot to reach across with his left hand at a
critical point in the take off and remember to push, not pull, if
there is a trim problem. Even the push/pull are opposite from the way
most systems operate.

A better solution (which I will post in pictures) is a lever on the
left side that is next to the throttle. I installed it on my other Q2
such that It is at zero reflex when the handle is flush with the
instrument panel extension. Pulling it up to the design [max of 6
degrees] aft (like the elevator) reflexes the ailerons upward which
decreases the lift on the main wing. Pushing it forward [max 2
degrees of reflex] increases the lift on the main wing. My standard
landing procedure is to pull the throttle to idle, and at Td, pull
the reflexer handle full aft. A simple procedure. This installation
would undoubtedly salvaged both my flight and plane.

The plane is basically safe. However, have a few tricks that can bite
when least expected. I intend to go through and remove them. Another
one discussed a lot is the single brake handle. The plane definitely
needs separate mechanisms for left and right brakes given that they
are 18.5 feet apart. After much thought, I like the design of finger
brakes that are placed directly behind the throttles because it makes
a great no brainer landing: throttle idle. reflexer full aft, slide
the hands aft and be ready foor braking as desired.

I'm not questing your skill, or even why you did not finish all of your
changes before trying to fly it. What I want to know is:
was that "T" that you removed from the tail a flying foil. that is did
it provide a little lift?
In the crash prior to my purchase, the tail was broken below the T
Tail installation. Now having the plans for the installation at that
time, I rebuilt the tail without it. And yes, it acted as a mini
elevator the handle of which was located optimally on the left pilot
wall for such an action. It would have also done the job, if it had
not been destroyed. (I just got the plans and planned to install it
tomorrow [Thursday])

Could there have been a problem with a
temperary repair?
No

From what you describe, or what I have read. I may
have done the same thing. Do you have an idea as to why the craft
handeled the way it did?
Yes, adding the passenger moved the CG aft which had a greater impact
than I thought. As soon as I got airborne, the plane pitched up. The
action was so fast that I did not react properly for what in effect
became an aft of CG situation because of the way I had rigged the
trim. A rapid reflexer movement, or T Tail lever, would have turned
it into a simple "Why did I make such a sloppy" take off".

Or did I missunderstand? Removing the "T" made
it act tail heavy?
No, see above.

Again, I plan to go through the plane from stem to stern to remove
the biters. This is a wonderful plane that can be made better. I
resent those on who spend all of their time talking down to others
trying to make and fly the best thing since sliced bread.
Unfortunately, this piece of sliced bread does not have the
perfection of butter and cinnamon yet, in spite of the time since its design.

It only hurts the community when scarries are covered up by the
pilots "who never make a mistake"..

Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...






---------------------------------
Building a website is a piece of cake.
Yahoo! Small Business gives you all the tools to get online.


Re: Bad news - good news

Doug Humble <hawkidoug@...>
 

Claire, let me see if I can craft a response that makes sense for this situation.

Larry scares the bgesis out of me more than piloting a Q of any kind does. He's making bad decisions, which he has admitted here. He's made a bad decision on more than one occasion. It has a tendency to make Q pilots like Paul Fisher (1300 plus hours in type) mad because if Larry kills himself, more than a few uninformed people will look at Larry's lifetime of flying hours and conclude that it was the airplanes fault. We "yell" at Larry because we do care and we don't want him to kill himself OR his wife. We really are trying to help him through this.

The fear he is putting in your mind right now is why we get mad. You are the future of our beloved airplane and he's scaring the bgesis out of you.

Why in the world Larry didn't work out the CG issues he had with more test flights and sand bags before putting his wife on board is what makes us mad.

Larry has two airplanes and he has wreck them both. That makes me mad.

The fact that he doesn't value his life or his wife's life makes me mad.

These airplanes are safe if you make good decisions.

Larry should respond to this email by saying "Yep, everything Doug said is right", but with his track record, I can't say that he will. And that makes me mad!

Doug "Hawkeye" Humble
A Sign Above www.asignabove.net
Omaha NE
N25974

----- Original Message -----
From: claire
To: Q-LIST@...
Sent: Wednesday, September 26, 2007 8:36 PM
Subject: [Q-LIST] Re: Bad news - good news


-
Do not take this wrong, I'm in the building stage, and trying to learn.
I think a lot of the problems with the Q2 may well be that people have
not been open enough when things went wrong. The safty record of what
to me seems to be the craft of my dreams scares the bgesis out of me.
I'm not questing your skill, or even why you did not finish all of your
changes before trying to fly it. What I want to know is:
was that "T" that you removed from the tail a flying foil. that is did
it provide a little lift? Could there have been a problem with a
temperary repair? From what you describe, or what I have read. I may
have done the same thing. Do you have an idea as to why the craft
handeled the way it did? Or did I missunderstand? Removing the "T" made
it act tail heavy?

claire johnson
building

-- In Q-LIST@..., larry severson <larry2@...> wrote
> forthcoming in help. The list is not as bad as it was 2 years ago,
> but it still has a way to go. Yes, I rushed things (only 15 hours and
> 12 landings), but after Air Force flight school and 15,400 hours plus
> aeronautics training, I made the mistake of getting over confident.
>> Larry Severson
> Fountain Valley, CA 92708
> (714) 968-9852
> larry2@...
>


Re: Bad news - good news

Darrell Daniels <log@...>
 

Larry,
I would like to think you for continuing to talk about your accident . For those of us who have not yet flown our airplanes hearing every thing that was done correctly is important but it is also important to hear about what you do not want to do It all helps understand these airplanes. Glad you and your wife are ok. Darrell Daniels

----- Original Message -----
From: "larry severson" <larry2@...>
To: <Q-LIST@...>
Sent: Wednesday, September 26, 2007 10:12 PM
Subject: Re: [Q-LIST] Re: Bad news - good news



Do not take this wrong, I'm in the building stage, and trying to learn.
I think a lot of the problems with the Q2 may well be that people have
not been open enough when things went wrong. The safty record of what
to me seems to be the craft of my dreams scares the bgesis out of me.
The Human Factors society was formed 60 years ago because there were
too many dumb accidents like the one I had. It's goal was to see how
humans react to various situations to avoid having aircraft designs
and instruments that would lead the pilot to make an error.

I will be posting on the QList web site solutions to design problems
that I discover. I knew that the reflexer design put out by QAC (and
on 33LQ) was a problem waiting to happen. It incorporated a knob in
the center console that had to be pulled to reflex and pushed to
level. It is both out of the normal pilot sight. But more important,
it requires the pilot to reach across with his left hand at a
critical point in the take off and remember to push, not pull, if
there is a trim problem. Even the push/pull are opposite from the way
most systems operate.

A better solution (which I will post in pictures) is a lever on the
left side that is next to the throttle. I installed it on my other Q2
such that It is at zero reflex when the handle is flush with the
instrument panel extension. Pulling it up to the design [max of 6
degrees] aft (like the elevator) reflexes the ailerons upward which
decreases the lift on the main wing. Pushing it forward [max 2
degrees of reflex] increases the lift on the main wing. My standard
landing procedure is to pull the throttle to idle, and at Td, pull
the reflexer handle full aft. A simple procedure. This installation
would undoubtedly salvaged both my flight and plane.

The plane is basically safe. However, have a few tricks that can bite
when least expected. I intend to go through and remove them. Another
one discussed a lot is the single brake handle. The plane definitely
needs separate mechanisms for left and right brakes given that they
are 18.5 feet apart. After much thought, I like the design of finger
brakes that are placed directly behind the throttles because it makes
a great no brainer landing: throttle idle. reflexer full aft, slide
the hands aft and be ready foor braking as desired.

I'm not questing your skill, or even why you did not finish all of your
changes before trying to fly it. What I want to know is:
was that "T" that you removed from the tail a flying foil. that is did
it provide a little lift?
In the crash prior to my purchase, the tail was broken below the T
Tail installation. Now having the plans for the installation at that
time, I rebuilt the tail without it. And yes, it acted as a mini
elevator the handle of which was located optimally on the left pilot
wall for such an action. It would have also done the job, if it had
not been destroyed. (I just got the plans and planned to install it
tomorrow [Thursday])

Could there have been a problem with a
temperary repair?
No

From what you describe, or what I have read. I may
have done the same thing. Do you have an idea as to why the craft
handeled the way it did?
Yes, adding the passenger moved the CG aft which had a greater impact
than I thought. As soon as I got airborne, the plane pitched up. The
action was so fast that I did not react properly for what in effect
became an aft of CG situation because of the way I had rigged the
trim. A rapid reflexer movement, or T Tail lever, would have turned
it into a simple "Why did I make such a sloppy" take off".

Or did I missunderstand? Removing the "T" made
it act tail heavy?
No, see above.

Again, I plan to go through the plane from stem to stern to remove
the biters. This is a wonderful plane that can be made better. I
resent those on who spend all of their time talking down to others
trying to make and fly the best thing since sliced bread.
Unfortunately, this piece of sliced bread does not have the
perfection of butter and cinnamon yet, in spite of the time since its design.

It only hurts the community when scarries are covered up by the
pilots "who never make a mistake"..

Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...



Quickie Builders Association WEB site
http://www.quickiebuilders.org


Yahoo! Groups Links




Re: Bad news - good news

Larry Severson
 

Do not take this wrong, I'm in the building stage, and trying to learn.
I think a lot of the problems with the Q2 may well be that people have
not been open enough when things went wrong. The safty record of what
to me seems to be the craft of my dreams scares the bgesis out of me.
The Human Factors society was formed 60 years ago because there were too many dumb accidents like the one I had. It's goal was to see how humans react to various situations to avoid having aircraft designs and instruments that would lead the pilot to make an error.

I will be posting on the QList web site solutions to design problems that I discover. I knew that the reflexer design put out by QAC (and on 33LQ) was a problem waiting to happen. It incorporated a knob in the center console that had to be pulled to reflex and pushed to level. It is both out of the normal pilot sight. But more important, it requires the pilot to reach across with his left hand at a critical point in the take off and remember to push, not pull, if there is a trim problem. Even the push/pull are opposite from the way most systems operate.

A better solution (which I will post in pictures) is a lever on the left side that is next to the throttle. I installed it on my other Q2 such that It is at zero reflex when the handle is flush with the instrument panel extension. Pulling it up to the design [max of 6 degrees] aft (like the elevator) reflexes the ailerons upward which decreases the lift on the main wing. Pushing it forward [max 2 degrees of reflex] increases the lift on the main wing. My standard landing procedure is to pull the throttle to idle, and at Td, pull the reflexer handle full aft. A simple procedure. This installation would undoubtedly salvaged both my flight and plane.

The plane is basically safe. However, have a few tricks that can bite when least expected. I intend to go through and remove them. Another one discussed a lot is the single brake handle. The plane definitely needs separate mechanisms for left and right brakes given that they are 18.5 feet apart. After much thought, I like the design of finger brakes that are placed directly behind the throttles because it makes a great no brainer landing: throttle idle. reflexer full aft, slide the hands aft and be ready foor braking as desired.

I'm not questing your skill, or even why you did not finish all of your
changes before trying to fly it. What I want to know is:
was that "T" that you removed from the tail a flying foil. that is did
it provide a little lift?
In the crash prior to my purchase, the tail was broken below the T Tail installation. Now having the plans for the installation at that time, I rebuilt the tail without it. And yes, it acted as a mini elevator the handle of which was located optimally on the left pilot wall for such an action. It would have also done the job, if it had not been destroyed. (I just got the plans and planned to install it tomorrow [Thursday])

Could there have been a problem with a
temperary repair?
No

From what you describe, or what I have read. I may
have done the same thing. Do you have an idea as to why the craft
handeled the way it did?
Yes, adding the passenger moved the CG aft which had a greater impact than I thought. As soon as I got airborne, the plane pitched up. The action was so fast that I did not react properly for what in effect became an aft of CG situation because of the way I had rigged the trim. A rapid reflexer movement, or T Tail lever, would have turned it into a simple "Why did I make such a sloppy" take off".

Or did I missunderstand? Removing the "T" made
it act tail heavy?
No, see above.

Again, I plan to go through the plane from stem to stern to remove the biters. This is a wonderful plane that can be made better. I resent those on who spend all of their time talking down to others trying to make and fly the best thing since sliced bread. Unfortunately, this piece of sliced bread does not have the perfection of butter and cinnamon yet, in spite of the time since its design.

It only hurts the community when scarries are covered up by the pilots "who never make a mistake"..

Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...


Re: Bad news - good news

n17pf <FisherPaul@...>
 

Very well said Jon. This kind of behavior just makes me mad. I'm glad
you were able to calmly write a well thought out response. You are
obviously a much better man than I am!

Paul A. Fisher
Q-200 N17PF 1320+ hours, 17+ years


--- In Q-LIST@..., "Jon Finley" <jon@...> wrote:
...snip...
You should NEVER fly a Q in the condition that you describe.

Second; what in the world were you doing giving your wife a ride?
...snip...
PLEASE STOP. After two accidents it should
start becoming clear to you that you probably are not equipped to
build/fly the Q airplanes.
...snip...
Fourth; You REALLY need to re-evaluate your decision making skills.
...snip...


Re: Bad news - good news

claire
 

-
Do not take this wrong, I'm in the building stage, and trying to learn.
I think a lot of the problems with the Q2 may well be that people have
not been open enough when things went wrong. The safty record of what
to me seems to be the craft of my dreams scares the bgesis out of me.
I'm not questing your skill, or even why you did not finish all of your
changes before trying to fly it. What I want to know is:
was that "T" that you removed from the tail a flying foil. that is did
it provide a little lift? Could there have been a problem with a
temperary repair? From what you describe, or what I have read. I may
have done the same thing. Do you have an idea as to why the craft
handeled the way it did? Or did I missunderstand? Removing the "T" made
it act tail heavy?

claire johnson
building


-- In Q-LIST@..., larry severson <larry2@...> wrote

forthcoming in help. The list is not as bad as it was 2 years ago,
but it still has a way to go. Yes, I rushed things (only 15 hours and
12 landings), but after Air Force flight school and 15,400 hours plus
aeronautics training, I made the mistake of getting over confident.
Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...


Wot's a citicen?

JMasal@...
 

************************************** See what's new at http://www.aol.com


Re: Bad news - no good news

JMasal@...
 

This is NOT for Larry Severson who has far, far more experience and divine
protection than I have. As an amateur, I protect my safety by closely watching
those that go before me under the logic that if they don't end up in a pile
they must be doing something right. If you builders will take time to notice
(of course you must put yourself in position to notice... and that's YOUR
responsibility), NO Q2/200 or Tri at Sun n Fun, Oshkosh or Emporia this year has
a T-tail. This mod was tried and discarded long, long ago. Of 8 birds at EMP
half were over 500 hrs and 3 over 1,000. None had T-tails. I haven't seen one
in a very long time. If this doesn't tell you something then you must be a
bonehead. Take a look at the QBA site photos and tell me how many T-tails you
see. (and I can't resist this guys: how many LARGE rudders do you see????).
---------------------------------------------------------------
Another subject:
I went to Livermore in 2006 to see their Q fly-in. I heard a story about a Q
builder who arrived from LAX with his wife in a C-150, ran outta gas, was
able to touch down some yards short of the runway but rolled up onto the
concrete then had to be pushed off. Any of you Livermore guys that can confirm
this??? PPPPPP

j.



************************************** See what's new at http://www.aol.com


Re: Bad news - good news

Larry Severson
 

At 02:12 PM 9/26/2007, you wrote:
Larry,

I am VERY glad that you and your wife are both ok and I thank you for not
hiding out and avoiding what happened.
I have always felt that it is important to be straight forward with flying problems to help others.

However; I really think you need to
ask yourself some serious questions about whether or not you should be
flying these airplanes.
One of the reasons that problems continue with the Q bird is that there are too many who stand back and censure, rather than being forthcoming in help. The list is not as bad as it was 2 years ago, but it still has a way to go. Yes, I rushed things (only 15 hours and 12 landings), but after Air Force flight school and 15,400 hours plus aeronautics training, I made the mistake of getting over confident. Telling me that I made a mistake means that you do not think that i am aware of that fact. Giving positive suggestions to benefit the group would have been a better choice.

Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...


Re: Bad news - good news

Peter Harris <peterjfharris@...>
 

Sounds like a good idea and could also serve as a ventilation stay for
ground use. I would look at a scissor action also.

Peter



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
larry severson
Sent: Thursday, 27 September 2007 8:15 AM
To: Q-LIST@...
Subject: RE: [Q-LIST] Bad news - good news




I agree that the cockpit is a very strong safety cage as I had a similar
experience when I broke the canard. I often think about a better way to
ensure getting out of an upturned Q but have not come up with an answer.
One of the things that I will be looking at is a simple levered lift
system. The weight needed to be lifted is about 50lbs. Using pulleys,
the effort could be reduced to 10-20lbs easily, and only 6-10 inches
would be needed. Such an arrangement fit between the seats would be
very light weight and should be simple to mount. Even if the plane
tilting is not a problem since there would be even more room for
egress away from the tilt.

Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@socal. <mailto:larry2%40socal.rr.com> rr.com


Re: Bad news - good news

Larry Severson
 

I agree that the cockpit is a very strong safety cage as I had a similar
experience when I broke the canard. I often think about a better way to
ensure getting out of an upturned Q but have not come up with an answer.
One of the things that I will be looking at is a simple levered lift system. The weight needed to be lifted is about 50lbs. Using pulleys, the effort could be reduced to 10-20lbs easily, and only 6-10 inches would be needed. Such an arrangement fit between the seats would be very light weight and should be simple to mount. Even if the plane tilting is not a problem since there would be even more room for egress away from the tilt.


Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...


Re: Bad news - good news

Peter Harris <peterjfharris@...>
 

Jon,

I am sure Larry got a lot of benefit from you wise words delivered from the
soap box of superior experience.

<Please understand that I am saying all of the above with great sincerity
and
concern for you, your wife, and the great freedom of aviation that we all
have. Without significant change, your next accident may include innocent
people and cost all of us.>

I bet it made you feel good too.

Peter

Jon Finley
N314JF - Q2 - Subaru EJ-22 Legacy
http://www.finleyweb.net
Mid-Valley Airpark (E98), Los Lunas, NM

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...]On Behalf Of
larry severson
Sent: Wednesday, September 26, 2007 2:32 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Bad news - good news



Sorry to hear about your woes. How many flights on this aircraft, previous
to the accident?
10


Help me understand this. You had to fly with full up reflexor AND fly with
10 pounds of aft stick? Without your wife, right?
Yes. That was an improvement for the about 30lbs (2 hands for >15
minutes) I had to start with. The absence of the T Tail and trim
system had a huge impact.

Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...

No virus found in this outgoing message.
Checked by AVG Free Edition.
Version: 7.5.488 / Virus Database: 269.13.31/1031 - Release Date: 9/26/2007
12:12 PM



Quickie Builders Association WEB site
http://www.quickiebuilders.org


Yahoo! Groups Links


Re: Bad news - good news

Doug Humble <hawkidoug@...>
 

Larry, I'm concerned for your well being as well. And your potential passengers.

Please take some time and evaluate your options.

Doug "Hawkeye" Humble
A Sign Above www.asignabove.net
Omaha NE
N25974

----- Original Message -----
From: "Jon Finley" <jon@...>
To: <Q-LIST@...>
Sent: Wednesday, September 26, 2007 4:12 PM
Subject: RE: [Q-LIST] Bad news - good news


Larry,

I am VERY glad that you and your wife are both ok and I thank you for not
hiding out and avoiding what happened. However; I really think you need to
ask yourself some serious questions about whether or not you should be
flying these airplanes.

First; the condition of your flight. While your description is certainly
not clear, it is obviously not good. You should NEVER fly a Q in the
condition that you describe.

Second; what in the world were you doing giving your wife a ride? Ten
flights?? I have to assume less than ten hours. That is negligence on your
part. I don't care if it is a brand new airplane or one with 500 hours on
it. YOU do not have enough experience in type to be giving anyone a ride.
Sandbags are the only company you should have til AT LEAST the 25 hour mark.
I don't care of you are an airline pilot, a USAF test pilot, or Chuck
Yeager.

Third; you list the items/changes that you are going to make so you can more
easily get out of your next accident. If I recall, this is the second
accident you have had (Q-Talk 118). That accident appears to be pilot error
as does yesterday's accident. PLEASE STOP. After two accidents it should
start becoming clear to you that you probably are not equipped to build/fly
the Q airplanes. You may not be so lucky the third time around and all of
those clever ideas for getting out after your next accident may be of no use
to you.

Fourth; You REALLY need to re-evaluate your decision making skills. ALL of
the above items clearly state that you are NOT making good decisions. Maybe
the above decisions are all good in the United, Southwest, Delta (whatever)
Airlines world but they are NOT GOOD in the Quickie world.

Please understand that I am saying all of the above with great sincerity and
concern for you, your wife, and the great freedom of aviation that we all
have. Without significant change, your next accident may include innocent
people and cost all of us.

Jon Finley
N314JF - Q2 - Subaru EJ-22 Legacy
http://www.finleyweb.net
Mid-Valley Airpark (E98), Los Lunas, NM



-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...]On Behalf Of
larry severson
Sent: Wednesday, September 26, 2007 2:32 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Bad news - good news



Sorry to hear about your woes. How many flights on this aircraft, previous
to the accident?
10


Help me understand this. You had to fly with full up reflexor AND fly with
10 pounds of aft stick? Without your wife, right?
Yes. That was an improvement for the about 30lbs (2 hands for >15
minutes) I had to start with. The absence of the T Tail and trim
system had a huge impact.

Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...

No virus found in this outgoing message.
Checked by AVG Free Edition.
Version: 7.5.488 / Virus Database: 269.13.31/1031 - Release Date: 9/26/2007
12:12 PM



Quickie Builders Association WEB site
http://www.quickiebuilders.org


Yahoo! Groups Links



Re: Bad news - good news

Jon Finley <jon@...>
 

Larry,

I am VERY glad that you and your wife are both ok and I thank you for not
hiding out and avoiding what happened. However; I really think you need to
ask yourself some serious questions about whether or not you should be
flying these airplanes.

First; the condition of your flight. While your description is certainly
not clear, it is obviously not good. You should NEVER fly a Q in the
condition that you describe.

Second; what in the world were you doing giving your wife a ride? Ten
flights?? I have to assume less than ten hours. That is negligence on your
part. I don't care if it is a brand new airplane or one with 500 hours on
it. YOU do not have enough experience in type to be giving anyone a ride.
Sandbags are the only company you should have til AT LEAST the 25 hour mark.
I don't care of you are an airline pilot, a USAF test pilot, or Chuck
Yeager.

Third; you list the items/changes that you are going to make so you can more
easily get out of your next accident. If I recall, this is the second
accident you have had (Q-Talk 118). That accident appears to be pilot error
as does yesterday's accident. PLEASE STOP. After two accidents it should
start becoming clear to you that you probably are not equipped to build/fly
the Q airplanes. You may not be so lucky the third time around and all of
those clever ideas for getting out after your next accident may be of no use
to you.

Fourth; You REALLY need to re-evaluate your decision making skills. ALL of
the above items clearly state that you are NOT making good decisions. Maybe
the above decisions are all good in the United, Southwest, Delta (whatever)
Airlines world but they are NOT GOOD in the Quickie world.

Please understand that I am saying all of the above with great sincerity and
concern for you, your wife, and the great freedom of aviation that we all
have. Without significant change, your next accident may include innocent
people and cost all of us.

Jon Finley
N314JF - Q2 - Subaru EJ-22 Legacy
http://www.finleyweb.net
Mid-Valley Airpark (E98), Los Lunas, NM

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...]On Behalf Of
larry severson
Sent: Wednesday, September 26, 2007 2:32 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Bad news - good news



Sorry to hear about your woes. How many flights on this aircraft, previous
to the accident?
10


Help me understand this. You had to fly with full up reflexor AND fly with
10 pounds of aft stick? Without your wife, right?
Yes. That was an improvement for the about 30lbs (2 hands for >15
minutes) I had to start with. The absence of the T Tail and trim
system had a huge impact.

Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...

No virus found in this outgoing message.
Checked by AVG Free Edition.
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12:12 PM


Re: Bad news - good news

Peter Harris <peterjfharris@...>
 

Very glad you and your wife are OK Larry.

I agree that the cockpit is a very strong safety cage as I had a similar
experience when I broke the canard. I often think about a better way to
ensure getting out of an upturned Q but have not come up with an answer.
Phil might have an idea. There is not much room to make a door in the side
but if it could be done that would make for easier entry as well but you
would need to solve the structural weakness .

Peter



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
larry severson
Sent: Thursday, 27 September 2007 4:53 AM
To: Q-LIST@...
Subject: [Q-LIST] Bad news - good news



N33LQ was rolled up into a ball yesterday. The engine was 40 feet
away. However, my wife and I walked away with a few scratches which
shows what a great protective cage the Q2 offers.

This will give me a frame to investigate better evacuation methods
for the plane. I had bought a canope breaker - it disappeared in the
crash. I did not think to try the panel saw, but I will be seeing how
well it will cut on what remains of the frame.

I plan to build up the passenger box in an effort to create one that
is easier to get out of. With both wing and canard sheared off near
the fuse on my side, I was only able to get half way out before
rescuers got there to lift the back enough for me to get out easily.I
will also be looking for a light weight jack system that can be
mounted between the seats to lift the fuse enough for egress.

Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@socal. <mailto:larry2%40socal.rr.com> rr.com


Re: Bad news - good news

Larry Severson
 

Sorry to hear about your woes. How many flights on this aircraft, previous
to the accident?
10


Help me understand this. You had to fly with full up reflexor AND fly with
10 pounds of aft stick? Without your wife, right?
Yes. That was an improvement for the about 30lbs (2 hands for >15 minutes) I had to start with. The absence of the T Tail and trim system had a huge impact.

Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...


Re: Bad news - good news

Sam Hoskins
 

Larry,

Sorry to hear about your woes. How many flights on this aircraft, previous
to the accident?

Help me understand this. You had to fly with full up reflexor AND fly with
10 pounds of aft stick? Without your wife, right?

Sam Hoskins
Murphysboro, IL

On 9/26/07, larry severson <larry2@...> wrote:

At 12:03 PM 9/26/2007, you wrote:

Thank God you are OK. Can you give us some details to what happened?
With embarrassment, I can describe it. The previous day, I made 3
landings with about 10 lbs of aft stick pressure to hold the plane
level. At that time the ref;exer was full up.
I did a W&B for my wife's weight which shifted the CG aft .8 inches
to 46.2. I mistakenly thought that was perfectly contollable and
would balance the stick pressures. Form 60MPH on, the nose gear kept
bouncing on the runway. I held it down to 80MPH. The nose popped up
and hit the tail skid. I tried to establish flight, but the plane
started bobbing with tail strikes. I decided to terminate the T/O.
Unfortunately the plane departed the runway surface to the left so
that it came down in soft dirt. The nose gear collapsed immediately
and over we went.

I retrospect, I should have removed the reflexer bias prior to T/O
and accepted the resulting stick forces. Also, I know that continuing
the flight is better, but that old F86 tail walk (pilot died) is still
with me.

Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@... <larry2%40socal.rr.com>



Re: Bad news - good news

Larry Severson
 

At 12:03 PM 9/26/2007, you wrote:

Thank God you are OK. Can you give us some details to what happened?
I forgot to mention that Chris Dietz had crashed this plane before i got it. As a result, the T Tail was not on the plane (I had planned to start working on its replacement tomorrow. Chris also removed the elevator trim and I had a jury rig. I had planned to do some major changes to this plane and was working slowly on the changes. Obviously, I chose the wrong things first. I received the T Tail instructions over the weekend.


Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...


Re: Bad news - good news

Larry Severson
 

At 12:03 PM 9/26/2007, you wrote:

Thank God you are OK. Can you give us some details to what happened?
With embarrassment, I can describe it. The previous day, I made 3 landings with about 10 lbs of aft stick pressure to hold the plane level. At that time the ref;exer was full up.
I did a W&B for my wife's weight which shifted the CG aft .8 inches to 46.2. I mistakenly thought that was perfectly contollable and would balance the stick pressures. Form 60MPH on, the nose gear kept bouncing on the runway. I held it down to 80MPH. The nose popped up and hit the tail skid. I tried to establish flight, but the plane started bobbing with tail strikes. I decided to terminate the T/O. Unfortunately the plane departed the runway surface to the left so that it came down in soft dirt. The nose gear collapsed immediately and over we went.

I retrospect, I should have removed the reflexer bias prior to T/O and accepted the resulting stick forces. Also, I know that continuing the flight is better, but that old F86 tail walk (pilot died) is still with me.


Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...


Re: Accident report

Steve Jackson
 

I THINK JIM BUILT TWO TRI-Q'S AND ALSO DID A LOT OF WORK ON MY TRI Q AS WELL THE CRAFT WAS LOCATED AT SPRINGFIELD MO (KSGF) WHERER HE LIVES NEAR BY.

STEVE JACKSON
TRI-Q 200-JAB 3300
95% DONE 125% TO GO

----- Original Message -----
From: Doug Humble
To: Q-List
Sent: Wednesday, September 26, 2007 1:40 PM
Subject: [Q-LIST] Accident report


I was sent a notification of an accident of a Tri-Q located in Chino CA yesterday, 9/25/07. N33LQ built by James Langley. I do not know the owner of this aircraft.

Does anyone have more info??

Doug "Hawkeye" Humble
A Sign Above www.asignabove.net
Omaha NE
N25974