X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 16 Feb 2010 13:26:19 -0500 Message-ID: X-Original-Return-Path: Received: from imr-ma02.mx.aol.com ([64.12.206.40] verified) by logan.com (CommuniGate Pro SMTP 5.3.2) with ESMTP id 4126734 for lml@lancaironline.net; Tue, 16 Feb 2010 09:37:54 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.206.40; envelope-from=Sky2high@aol.com Received: from imo-da01.mx.aol.com (imo-da01.mx.aol.com [205.188.169.199]) by imr-ma02.mx.aol.com (8.14.1/8.14.1) with ESMTP id o1GEbAsV011520 for ; Tue, 16 Feb 2010 09:37:10 -0500 Received: from Sky2high@aol.com by imo-da01.mx.aol.com (mail_out_v42.9.) id q.d39.672a8f49 (37059) for ; Tue, 16 Feb 2010 09:37:06 -0500 (EST) Received: from magic-m06.mail.aol.com (magic-m06.mail.aol.com [172.20.29.2]) by cia-db04.mx.aol.com (v127.7) with ESMTP id MAILCIADB045-90c34b7aad9112d; Tue, 16 Feb 2010 09:37:05 -0500 From: Sky2high@aol.com X-Original-Message-ID: <56be.4fdd0b87.38ac0791@aol.com> X-Original-Date: Tue, 16 Feb 2010 09:37:05 EST Subject: Re: [LML] Re: Turbine IVP Landing Accident Video X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_56be.4fdd0b87.38ac0791_boundary" X-Mailer: AOL 9.5 sub 155 X-AOL-ORIG-IP: 67.175.242.202 X-AOL-IP: 172.20.29.2 X-Spam-Flag:NO X-AOL-SENDER: Sky2high@aol.com --part1_56be.4fdd0b87.38ac0791_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Bob, The 1976 C337G I flew had the pump circuits arranged so that if the reservoir level dropped below a certain point, the pump would not run. However, the reservoir held enough fluid so that the hand pump could get the gear down (about 40 strokes). Depending on where the broken fitting was, even this may not have helped Laurie. Scott In a message dated 2/16/2010 8:10:27 A.M. Central Standard Time, marv@lancair.net writes: Posted for "Robert Pastusek" : Laurie, First of all, a very nice job of taking care of this emergency! Also, thanks so much for the report to the rest of us. As you note, these things always provide useful information, and this one caused me to think again about my own airplane. Most of my IV-P electrical system is protected with fuses; the alternators and hydraulic pump being the exceptions, and with the CB's for these made very readily accessible for just the situation you encountered. My concern is that you didn't have sufficient hydraulic fluid to lower/lock the gear with the manual pump. I determined during construction that the pickup tube for the manual pump extended lower in the tank than the electric pump pickup, and just let it go at that. I did not test this at all. If you have any thoughts about why you didn't have enough fluid left to use the backup system, I'd be most appreciative. Could the pitch attitude of the aircraft had an effect? Other thoughts? Based on your experience, I'm thinking of draining down my system through the electric pump and then trying the manual pump. Like I said, I took this one on faith of the designer and did not test it, although it would have been easy to do during build. Again, nice job landing the aircraft, and I'm happy you sustained minimal damage in the process. Thanks especially for your comprehensive report. If you find more, especially about why the emergency pump didn't work, we'd all appreciate hearing. Bob Pastusek For LOBO -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html --part1_56be.4fdd0b87.38ac0791_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Bob,

The 1976 C337G I flew had the pump circuits arranged so that&nbs= p;if=20 the reservoir level dropped below a certain point, the pump would not run.= =20 However, the reservoir held enough fluid so that the hand pump could get= the=20 gear down (about 40 strokes). Depending on where the broken fit= ting=20 was, even this may not have helped Laurie.

Scott

In a message dated 2/16/2010 8:10:27 A.M. Central Standard Time,=20 marv@lancair.net writes:

Posted for "Robert Pastusek"=20 <rpastusek@htii.com>:

Laurie,

First of= all, a=20 very nice job of taking care of this emergency! Also, thanks
so= much=20 for the report to the rest of us. As you note, these things=20 always
provide useful information, and this one caused me to th= ink=20 again about my
own airplane. Most of my IV-P electrical system= is=20 protected with fuses; the
alternators and hydraulic pump being= the=20 exceptions, and with the CB's for
these made very readily acces= sible=20 for just the situation you encountered.
My concern is that you= didn't=20 have sufficient hydraulic fluid to lower/lock
the gear with the= =20 manual pump. I determined during construction that the
pickup= tube=20 for the manual pump extended lower in the tank than the electric
&nbs= p;pump=20 pickup, and just let it go at that. I did not test this at all.=20

If you have any thoughts about= why you=20 didn't have enough fluid left to use
the backup system, I'd be= most=20 appreciative. Could the pitch attitude of the
aircraft had an= effect?=20 Other thoughts? Based on your experience, I'm
thinking of drain= ing=20 down my system through the electric pump and then
trying the ma= nual=20 pump. Like I said, I took this one on faith of the
designer and= did=20 not test it, although it would have been easy to do=20 during
build.

Again, nic= e job=20 landing the aircraft, and I'm happy you sustained minimal
damag= e in=20 the process. Thanks especially for your comprehensive report. If
&nbs= p;you=20 find more, especially about why the emergency pump didn't work, we'd=20 all
appreciate hearing.

= Bob=20 Pastusek

For LOBO

-- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.htm= l

--part1_56be.4fdd0b87.38ac0791_boundary--