Seaplane flipped Jumpinpin
For my own armchair education (not being a float pilot - not yet, anyways) having just experienced "a loud bang and observed damage to the right float which was partially detached" .. Wouldn't you want to light the right float (as I'm assuming he did) but keep the power UP to get clear of the water ASAP? Surely there's a speed at which it's too dangerous not to continue??
You are correct in saying that getting the weight off float(s) would be a priority, however due to the fact that he choose to use no flap for the departure, he was not at flying speed and given that it was rough, it was difficult to achieve takeoff speed. A large’ish wave then launched him up and he wasn’t at flying speed and thus stalled.
So let’s think about what would happen after take off, had the pilot successfully taken off with a broken ‘flying wire’ resulting in visible effects on the lateral stability of the floats. What happens during the subsequent flight and landing/alighting on the water?
A “flying wire” broke and was witnessed “hanging down” by the pilot. The flying wires affect the lateral stability of the floats. It was not a broken bracket at that point.
Hmm, I haven't flown any form of Rans S7S, but from pictures the 'fly wires' seem to be very out of sight from the cockpit seated positions. Flying/Fly wires being the cross over wires bracing between the struts on the floats. Which on the S7S are below the seat of the pilot. If it had the full door windows or open doors I might understand, but with the smaller windows It seems hard to see such fittings.
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All sounds (looks) a bit sus to me. Fair enough seeing the floats moving about but given the bouncing around on the chop and subsequent eyeball jitters, I reckon you'd be hard-pressed to spot a flaying wire that was probably trailing backward.
I'm sticking to the jetski theory!
I'm sticking to the jetski theory!
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That kid knows more about pre-flighting an aircraft than some pilots that I know!
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So let’s think about what would happen after take off, had the pilot successfully taken off with a broken ‘flying wire’ resulting in visible effects on the lateral stability of the floats. What happens during the subsequent flight and landing/alighting on the water?
AIUI, floats work well on grass and the landing wouldn't necessarily be any worse than if he'd lost a wheel (talking short-field landing.. VERY short field!!
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Of course if the misaligned float creates so much drag the plane can't continue to fly, there's really no choice but to stall it in and hope for the best.
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It's interesting to note those airfoil shaped bracing wires will detract 5-10kts cruise speed if misaligned, let alone a whole float pointing in the wrong direction, even mildly out of shape. Float planes are great for teaching coordination in turns, put a little bit of slip in and the floats slow you down a lot.
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This floatplane became uncontrollable inflight (and crashed) after a flying wire broke off.
C180 Floatplane Crash
C180 Floatplane Crash
The content reinforces my view as to the prudence of pulling the throttle (and for 43: pulling back on the elevators) during a take off run if I saw a "flying wire" "hanging down" (plus a jet ski converging on me and terra firma looming ahead). Theorising about a subsequent grass or water landing after making it into the air is all well and good, but that assumes you'll have the option and the results will be less bad than aborting the take off.
This is from the C180 crash:
“It is most likely that the bracing wire became disconnected shortly after take-off, when the unsecured clevis pin fell out. The looseness that existed at the float attachment points allowed the now-unbraced floats to twist out of alignment. The subsequent increase in parasitic and induced drag initiated a loss of airspeed. Although the exact airspeed trend was not observed or recorded, it progressed to the onset of an aerodynamic stall. Subsequent to the unfamiliar sound, this progression was indicated by the activation of the stall warning horn, the uncommanded left bank, and the ineffective flight controls. The stall occurred at an altitude of approximately 200 feet above the level of the tree tops on the surrounding terrain, and a successful recovery was not possible.”
Except for the 200 ft height it could be describing the QLD accident.
“It is most likely that the bracing wire became disconnected shortly after take-off, when the unsecured clevis pin fell out. The looseness that existed at the float attachment points allowed the now-unbraced floats to twist out of alignment. The subsequent increase in parasitic and induced drag initiated a loss of airspeed. Although the exact airspeed trend was not observed or recorded, it progressed to the onset of an aerodynamic stall. Subsequent to the unfamiliar sound, this progression was indicated by the activation of the stall warning horn, the uncommanded left bank, and the ineffective flight controls. The stall occurred at an altitude of approximately 200 feet above the level of the tree tops on the surrounding terrain, and a successful recovery was not possible.”
Except for the 200 ft height it could be describing the QLD accident.
