X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 14 May 2006 00:47:37 -0400 Message-ID: X-Original-Return-Path: Received: from [64.12.137.4] (HELO imo-m23.mail.aol.com) by logan.com (CommuniGate Pro SMTP 5.0.9) with ESMTP id 1112256 for lml@lancaironline.net; Sat, 13 May 2006 19:58:14 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.4; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m23.mx.aol.com (mail_out_v38_r7.5.) id q.279.91b7a54 (30738) for ; Sat, 13 May 2006 19:57:10 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <279.91b7a54.3197cc56@aol.com> X-Original-Date: Sat, 13 May 2006 19:57:10 EDT Subject: Re: [LML] Re: "unsafe" airplanes X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1147564630" X-Mailer: 9.0 Security Edition for Windows sub 5300 X-Spam-Flag: NO -------------------------------1147564630 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 5/13/2006 6:24:05 P.M. Central Standard Time, djmolny@yahoo.com writes: And on that note, it gave me chills to read that a professional pilot in the business of high performance training may have (MAY have) spun in during a classic emergency situation covered by the very training he provided. If true, that does not speak well for the L-IV series, nor does it bode well for pilots with lesser credentials. DJ Yes, but first we have to discover when and why the engine went bad. If on takeoff roll, the flight should have been aborted. There is a small takeoff window where an engine failure can defeat even the best pilots - think of the twin and the problems just after rotation with sudden stoppage in one engine. If an engine failure occurs on power reduction (after sufficient altitude was gained), well there is where training and finesse can save the day (barring any obstructions, like trees, buildings, granite, humans, etc). Remember that the plane just came out of servicing from some "builder assist" facility. Hmmmmm, anybody have problems with a plane after service? Loose fuel line? Plugs in finger tight? Oil sump never filled? Water in the fuel? Etc? Just food for thought....... Maybe we should wait for more info. Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) Abnegate Exigencies! -------------------------------1147564630 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 5/13/2006 6:24:05 P.M. Central Standard Time,=20 djmolny@yahoo.com writes:

<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>And on=20 that note, it gave me chills to read that a professional pilot in=20 the
business of high performance training may have (MAY have) spun in=20 during a
classic emergency situation covered by the very training he=20 provided. If
true, that does not speak well for the L-IV series,=20= nor=20 does it bode well
for pilots with lesser=20 credentials.

Yes, but first we have to discover when and why the engine went=20 bad. If on takeoff roll, the flight should have been=20 aborted. There is a small takeoff window where an engine failure=20= can=20 defeat even the best pilots - think of the twin and the problems just after=20 rotation with sudden stoppage in one engine. If an engine failure= =20 occurs on power reduction (after sufficient altitude was gained), well there= is=20 where training and finesse can save the day (barring any obstructi= ons,=20 like trees, buildings, granite, humans, etc).

Remember that the plane just came out of servicing from some "builder=20 assist" facility. Hmmmmm, anybody have problems with a plane after=20 service? Loose fuel line? Plugs in finger tight? Oil sump never=20 filled? Water in the fuel? Etc?

Just food for thought.......

Maybe we should wait for more info.

Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL=20 (KARR)

Abnegate Exigencies!

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