X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 03 May 2010 18:40:26 -0400 Message-ID: X-Original-Return-Path: Received: from elasmtp-mealy.atl.sa.earthlink.net ([209.86.89.69] verified) by logan.com (CommuniGate Pro SMTP 5.3.6) with ESMTP id 4246090 for lml@lancaironline.net; Mon, 03 May 2010 15:23:45 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.69; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=NsmREV9FVRh/Vozq78v9fZSobKRZNIjWob8yhPYuAFhmkNPq8+ZHXSv/2Cx/oFMl; h=Received:From:Mime-Version:Content-Type:Subject:Date:In-Reply-To:To:References:Message-Id:X-Mailer:X-ELNK-Trace:X-Originating-IP; Received: from [216.57.118.166] (helo=[192.168.1.101]) by elasmtp-mealy.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1O91EU-0001Q6-Qy for lml@lancaironline.net; Mon, 03 May 2010 15:23:11 -0400 From: Colyn Case Mime-Version: 1.0 (Apple Message framework v1078) Content-Type: multipart/alternative; boundary=Apple-Mail-48-402130189 Subject: Re: [LML] Cabin Door Window-IV-P X-Original-Date: Mon, 3 May 2010 15:23:09 -0400 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: <677F5D0C-9540-4CD2-8639-34F10475B742@earthlink.net> X-Mailer: Apple Mail (2.1078) X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da9407d117654e314dcfc3c64da2a037971f1350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 216.57.118.166 --Apple-Mail-48-402130189 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=windows-1252 Bob, thanks for bringing this to our attention. I did have some loud banging noises last time I went through 16000 but I = haven't found the culprit yet. I wrote it off as possible popping from = some new carbon work inside the plane. On another issue, I would love to purchase your old window as I've been = wanting to test my escape hatchet and some other toys to see what really = works for getting out of the plane if the door is jammed. On a third issue do you have any recommended actions at this point to = avoid having your prop fall off? regards, Colyn On Apr 29, 2010, at 2:10 PM, Robert Pastusek wrote: > Lancair builders, > =20 > Two weeks ago, I discovered what appeared to be about a 1=94 = =93crystallization=94 just visible by looking through the Plexiglas at = an angle within the carbon fiber =93sandwich=94 holding the door window = in my Lancair IV-P. This is just visible in the attached photos of the = upper back corner of my cabin door. It=92s in the lower center of the = =93outside=94 photo; upper center of the =93inside=94 photo, and is = directly across the door frame from the upper rear door latch. > =20 > I asked Bill Harrelson to have a look at it on Saturday, and by that = time, the small defect I originally saw had clearly spread to a crack = of about 4=94 running from below the original crystallization area to = the upper back curve of the window. The pictures show the resulting = crack generated in the interior and exterior paint. > =20 > Brent Reagan sent detailed pictures and instructions on how to repair = this (MANY THANKS BRENT), and I am ready to pull the door and start = cutting out the window for replacement. Fortunately I have an extra = window available from buying the =93fast build door=94 in 2004 after = buying the complete kit, with window, some years earlier; but before I = cut into it, I was trying to figure out what=92s caused this, and seek = your advice on how to prevent a reoccurrence. > =20 > The background: The complete fast build door was installed in 2004 and = the aircraft painted in 2006. It first flew in June, 2008 and has just = over 500 flying hours to date. I normally fly in the high teens/low = flight levels, but tested the airplane to FL250 and have been there a = few times since to avoid weather. I normally leave the cabin altitude = controller set at 1000=92, generating the rated 5.5 PSI pressure = differential any time the aircraft is above 14,000=92 or so. I would = estimate the airplane has 200-250 hours at 5+ PSI. I first noticed the = crystallization while cleaning the windows. There was no crack visible = at that time, and the defect was directly across from the upper rear = door latch. Note also that the door lift strut attaches to the door = frame just above this point. This new strut attach location was = incorporated in the factory fast build door that I received. > =20 > I have been very careful with the door and have not had any problems = with it at all. It closes and latches easily without binding, and with = very light pressure on the closing handles. The only possibly-related = thing that I can think of is that I left the airplane for a minor = servicing last month, and the maintenance crew worked it on the ramp on = a windy day. It=92s possible that the door was opened by someone not = familiar with it, and allowed to extend upward hard against the lift = strut by the wind. I don=92t know this to be a fact, but it=92s the only = possibility I can think of=97and even so, the flaw did not start at the = lift strut attachment point. I flew the airplane at 17,000=92 (full 5.5 = PSI differential pressure) for three hours after the maintenance work, = and flew it four more times in the local area with the cabin partially = pressurized. Lucky?? Another explanation?? > =20 > Any thoughts/comments appreciated. Also, is there anything I should = look for as I cut out the old window? > =20 > Many thanks in advance, >=20 > Bob Pastusek > -- > For archives and unsub = http://mail.lancaironline.net:81/lists/lml/List.html --Apple-Mail-48-402130189 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=windows-1252 Bob, thanks for bringing this to our = attention.
I did have some loud banging noises last time I went = through 16000 but I haven't found the culprit yet.   I wrote it off = as possible popping from some new carbon work inside the = plane.

On another issue, I would love to = purchase your old window as I've been wanting to test my escape hatchet = and some other toys to see what really works for getting out of the = plane if the door is jammed.

On a third issue = do you have any recommended actions at this point to avoid having your = prop fall = off?

regards,

Colyn

On Apr 29, 2010, at 2:10 PM, Robert Pastusek = wrote:

Lancair = builders,
Two = weeks ago, I discovered what appeared to be about a 1=94 = =93crystallization=94 just visible by looking through the Plexiglas at = an angle within the carbon fiber =93sandwich=94 holding the door window = in my Lancair IV-P. This is just visible in the attached photos of the = upper back corner of my cabin door. It=92s in the lower center of the = =93outside=94 photo; upper center of the =93inside=94 photo, and is = directly across the door frame from the upper rear door = latch.
I = asked Bill Harrelson to have a look at it on Saturday, and by that time, = the  small defect I originally saw had clearly spread to a crack of = about 4=94 running from below the original crystallization area to the = upper back curve of the window. The pictures show the resulting crack = generated in the interior and exterior = paint.
Brent = Reagan sent detailed pictures and instructions on how to repair this = (MANY THANKS BRENT), and I am ready to pull the door and start cutting = out the window for replacement. Fortunately I have an extra window = available from buying the =93fast build door=94 in 2004 after buying the = complete kit, with window, some years earlier; but before I cut into it, = I was trying to figure out what=92s caused this, and seek your advice on = how to prevent a reoccurrence.
The = background: The complete fast build door was installed in 2004 and the = aircraft painted in 2006. It first flew in June, 2008 and has just over = 500 flying hours to date. I normally fly in the high teens/low flight = levels, but tested the airplane to FL250 and have been there a few times = since to avoid weather. I normally leave the cabin altitude controller = set at 1000=92, generating the rated 5.5 PSI pressure differential any = time the aircraft is above 14,000=92 or so. I would estimate the = airplane has 200-250 hours at 5+ PSI.  I first noticed the = crystallization while cleaning the windows. There was no crack visible = at that time, and the defect was directly across from the upper rear = door latch. Note also that the door lift strut attaches to the door = frame just above this point. This new strut attach location was = incorporated in the factory fast build door that I = received.
I = have been very careful with the door and have not had any problems with = it at all. It closes and latches easily without binding, and with very = light pressure on the closing handles. The only possibly-related thing = that I can think of is that I left the airplane for a minor servicing = last month, and the maintenance crew worked it on the ramp on a windy = day. It=92s possible that the door was opened by someone not familiar = with it, and allowed to  extend upward hard against the lift strut = by the wind. I don=92t know this to be a fact, but it=92s the only = possibility I can think of=97and even so, the flaw did not start at the = lift strut attachment point.  I flew the airplane at 17,000=92 = (full 5.5 PSI differential pressure) for three hours after the = maintenance work, and flew it four more times in the local area with the = cabin partially pressurized. Lucky?? Another = explanation??
Any = thoughts/comments appreciated. Also, is there anything I should look for = as I cut out the old window?
Many = thanks in advance,

Bob = Pastusek
<Outside.jpeg><Inside.jpeg>--
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