Reply-To: Sky2high@aol.com
Reply-To: lancair.list@olsusa.com
From: "Scott Krueger" <sky2high@hotmail.com>
To: lancair.list@olsusa.com
Cc: Sky2high@aol.com
Bcc: 
Subject: LNC2 Static summaries and some Flight considerations 
Date: Wed, 24 Oct 2001 08:46:32 -0500
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To summarize my experience and the observations of others -

1. WLS primer (and perhaps others) is conducive to the formation of 
"particle" induced static.  Is it because its epoxy based?  No one seems to 
know why.

2. A variety of paints, such as PPG clear coat/base coat, is not 
particularly sensitive to "particle" induced static.

3. A properly bonded and grounded static wick system can be successful in 
eliminating or supressing all forms of in flight static.  Unfortunately, it 
would be very diffucult to install such a system in a completed 320/360.  
Such a system should be considered for a plane under construction, depending 
on the builder's mission profile.

4. Most instrument flights that painted 320/360s are reasonably and safely 
capable of will not experience serious static problems.  This means flights 
ascending or decending thru clouds, flights between layers, flights thru 
light rain and flights avoiding thunder storms, lightning and icing.

5. Some conditions, such as smoke particle filled air, ice crystals, light 
snow and mist (clouds) can produce irritating particle induced static.  This 
is usually relatively short term and can sometimes be dealt with by changing 
altitude.

6. Prior to Lightning, some clouds may build positive or negative potentials 
which may be discharged by the aircraft skin and which may be extremly 
disruptive to some electronic devices, such as autopilots,  GPSS devices, 
AOA devices etc.  This weather condition may be widespread.  I had this rare 
experience occur in the clouds at between 9 and 13 thousand feet, between 2 
and 4 degrees C and in very unstable air, but with non-threatening tops 
below 18000, scattered cumulus rising above that and occasionally punctuated 
with heavy rain.  The induced disconnection of the autopilot (and in one 
case, opening an AP internal fuse), was subtle and without warning.  The 
first disconnect left me in a banked decending unusual attitude with a 
difficult recovery because AP usage had deteriorated my scan.

Some reccomendations in preparing for in-flight IMC electrical disruptions:

1. Every half-hour, shut off the autopilot, re-trim the airplane and hand 
fly it for five minutes.

2.  If you have devices which produce audio information, such as AOA, make 
sure you can pull its circuit breaker or that you have installed an on/off 
switch to eliminate erroneous audio information.
Scott Krueger.N92EX

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