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bryanmmartin
Joined: 10 Jan 2006
Posts: 1018
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 Posted: Thu Aug 30, 2007 7:08 am Post subject: British 601 Crash (was: 601 Crash) |
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According to the Zenith web site, the 601UL is very similar to the 601HD but is built lighter in some areas with a correspondingly lower gross weight rating for the Canadian Advanced Ultralight category. The 601UL has at least 100 lbs less useful load than either the HD or the XL models. All three models will fit within the US LSA limitations with the XL being the closest match to the LSA category.
http://www.zenithair.com/zodiac/601-ul.html
http://www.zenithair.com/zodiac/601-hd.html
http://www.zenithair.com/zodiac/xl/specification.html
| Quote: | --> Zenith-List message posted by: "Scotsman" <james.roberts(at)computershare.co.za>
Is there a difference in the structure of an Xl versus the UL model maybe in the interest of weigh saving to meet the LSA requirements?
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Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
do not archive.
[quote][b]
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Bryan Martin
N61BM, CH 601 XL, Stratus Subaru.
do not archive. |
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Scotsman
Joined: 27 Aug 2007
Posts: 89
Location: Johannesburg, South Africa
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| Posted: Thu Aug 30, 2007 7:22 am Post subject: Re: British 601 Crash (was: 601 Crash) |
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Makes you wonder what was reduced/removed to facilitate this? j
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jetboy
Joined: 22 Jul 2006
Posts: 233
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| Posted: Thu Aug 30, 2007 2:35 pm Post subject: Re: British 601 Crash (was: 601 Crash) |
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The 601UL has less wing ribs installed amongst other things. There is nothing "taken out" to make it cheap or anything - just designed for a specific weight / performance category. If the aircraft is being operated outside of that category it needs the heavier parts, or placarded with the lower Va / Vne speeds that ZAC supplies the calculation formula for.
Ralph
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Ralph - CH701 / 2200a |
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bryanmmartin
Joined: 10 Jan 2006
Posts: 1018
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| Posted: Wed Sep 05, 2007 12:03 pm Post subject: British 601 Crash (was: 601 Crash) |
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| Quote: |
amyvega2005(at)earthlink. wrote:
> If it was lighter it would stall, but with more stuff inside it, the wings will start to complain. We are flying a sport pilot rated arecraft that is robust, not an EXTRA 300.
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> Juan
>
> --
Actually, I'm sure it's even more likely to be stalling at a higher rate of speed, it's just that there's a lot more drag on the wing at higher speeds and that's what's snapping the wings. A lightly loaded plane and a heavily loaded plane, pulled up quickly, will exert just as much stress on the wings, the only difference is the lighter plane will climb 50 or 100 feet while the wings fail where as the heavier plane will just continue in a straight line while the wings break off.
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Andy Shontz
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Not quite.
There are two ways to stall an airplane, keep the G loading constant and
reduce the speed or keep the speed constant and increase the G loading.
In other words, for any particular airspeed, there is a maximum amount
of lift that the wings can generate, beyond that point the wing will stall.
For any aircraft, the rated clean stall speed (Vs) is the speed at which
the wings can just generate enough lift to carry the gross weight of the
airplane. At higher speeds than Vs, the wings can generate more lift
than the max gross weight of the airplane but they can still be made to
stall if the G loading is increased enough. If the airspeed is higher
than maneuvering speed (Va), the G loading that will cause the wings to
stall exceeds the maximum flight G loading of the structure. In other
words, the wings can generate more lift than the structure can safely
handle. This is what causes wings to fail during a sharp pull-up at high
speeds. Drag is not generally going to be a factor in structural failure
unless you significantly exceed Vne because most aircraft are designed
to tolerate their maximum flight G loading at Vne without damage.
--
Bryan Martin
Zenith 601XL N61BM
Ram Subaru, Stratus redrive
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Bryan Martin
N61BM, CH 601 XL, Stratus Subaru.
do not archive. |
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planecrazydld(at)yahoo.co
Guest
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| Posted: Thu Sep 06, 2007 8:28 am Post subject: British 601 Crash (was: 601 Crash) |
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do not archive
...and with forward sweep, normal bending tends to add incidence (lift) at the tip faster than the root...
Dave Downey
Harleysville (SE) PA
100 HP Corvair
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