X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 09 Sep 2010 20:07:36 -0400 Message-ID: X-Original-Return-Path: Received: from imr-da01.mx.aol.com ([205.188.105.143] verified) by logan.com (CommuniGate Pro SMTP 5.3.9) with ESMTP id 4460670 for lml@lancaironline.net; Thu, 09 Sep 2010 08:02:06 -0400 Received-SPF: none receiver=logan.com; client-ip=205.188.105.143; envelope-from=cfi@instructor.net Received: from imo-ma02.mx.aol.com (imo-ma02.mx.aol.com [64.12.78.137]) by imr-da01.mx.aol.com (8.14.1/8.14.1) with ESMTP id o89C1Fmp018719 for ; Thu, 9 Sep 2010 08:01:15 -0400 Received: from cfi@instructor.net by imo-ma02.mx.aol.com (mail_out_v42.9.) id q.e75.7389cec (34922) for ; Thu, 9 Sep 2010 08:01:12 -0400 (EDT) Received: from smtprly-dd03.mx.aol.com (smtprly-dd03.mx.aol.com [205.188.84.131]) by cia-da03.mx.aol.com (v129.4) with ESMTP id MAILCIADA037-d4064c88cc8538a; Thu, 09 Sep 2010 08:01:12 -0400 Received: from web-mmc-m06 (web-mmc-m06.sim.aol.com [64.12.224.139]) by smtprly-dd03.mx.aol.com (v129.4) with ESMTP id MAILSMTPRLYDD032-d4064c88cc8538a; Thu, 09 Sep 2010 08:01:09 -0400 References: X-Original-To: lml@lancaironline.net Subject: Re: [LML] Re: Engine failure ATC Transcript Super Legacy Twin Turbo TSIO 580 X-Original-Date: Thu, 09 Sep 2010 08:01:09 -0400 X-AOL-IP: 98.164.117.157 In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: cfi@instructor.net X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8CD1E2DD3219028_A60_1BA41_web-mmc-m06.sysops.aol.com" X-Mailer: Mail.com Webmail 32644-STANDARD Received: from 98.164.117.157 by web-mmc-m06.sysops.aol.com (64.12.224.139) with HTTP (WebMailUI); Thu, 09 Sep 2010 08:01:09 -0400 X-Original-Message-Id: <8CD1E2DD31A6C05-A60-D8BE@web-mmc-m06.sysops.aol.com> X-Spam-Flag:NO X-AOL-SENDER: cfi@instructor.net ----------MB_8CD1E2DD3219028_A60_1BA41_web-mmc-m06.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="us-ascii" The installation on this Legacy is different than most. It uses a manual= wastegate and the left and right turbos aren't tied together. At least= that's the way it was when it was originally built. It's also a Lycoming= . =20 Ron =20 =20 =20 =20 -----Original Message----- From: Colyn Case To: lml@lancaironline.net Sent: Thu, Sep 9, 2010 7:53 am Subject: [LML] Re: Engine failure ATC Transcript Super Legacy Twin Turbo= TSIO 580 notwithstanding Charlies' comments I don't understand exactly what happene= d to 3,4,6. The video says Mark tried moving the mixture both directions= with no success. I'm not understanding why that didn't help...unless ha= lf the cylinders have reduced pressure and other half have higher pressure= so there is not optimal mixture. Also why 3,4,6 and not 2,4,6. Was th= is a Lycoming? also, also, why did the plugs foul so quickly? on a Continental the turbo outputs are merged so that if you lose, e.g. on= e hose, you would lose pressure on all cylinders. at least then all cyli= nders face the same mixture situation. anyway, just trying to figure out how you would manage this on a continent= al. On Sep 8, 2010, at 11:48 AM, randy snarr wrote: All, Below is a link to a youtube video which contains a transcript of a Legacy= pilot who departed Redmond, OR on an IFR flight plan. He climbs IMC to= his assigned altitude at 21,000 and at 20,000 there is a big BANG!! and= the engine quits. I only hope I would handle the same situation half as well... Needless to say this is a harrowing story. The story has a happy ending bu= t harrowing none the less. When listening to the audio, you forget how ser= ious the situation is because he is so calm. The pilot is a friend of mine= and I happened to call him 30 minutes after he landed and he recounted th= e tale to me. He told me the scariest part was not when the engine quit bu= t when he was forced to descend into dark ugly IMC/ and Icing conditions= with a dead engine. Oh, over the mountains! He got icing on the way up= and his new deicing system was working perfectly. He knew he would most= likely get it on the way down as well, this time with a dead engine and= potentially little power to run the deice system.=20 Upon landing, it was discovered that a turbo hose blew off in climb and wh= en that happened because of the sudden loss of boost, it completely floode= d the engine fouling the plugs. Mark did an excellent job getting the airplane and himself down in one pie= ce. =20 He travels the country weekly and spends around 3 days a week traveling th= is this airplane. His experience and proficiency definitely shows in this= situation... Above is part A of the transcript. You will see part B when the video ends= ... Nice work under pressure... Randy Snarr N694RS http://www.youtube.com/watch?v=3DnluZTFu2tCQ =20 =3D =20 ----------MB_8CD1E2DD3219028_A60_1BA41_web-mmc-m06.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="us-ascii" The installation on this Legacy is different than mo= st.  It uses a manual wastegate and the left and right turbos aren't= tied together.  At least that's the way it was when it was originall= y built.  It's also a Lycoming. 

Ron




notwithstanding Charlies' comments I don't understand exactly what happene= d to 3,4,6.   The video says Mark tried moving the mixture both direc= tions with no success.   I'm not understanding why that didn't help..= .unless half the cylinders have reduced pressure and other half have highe= r pressure so there is not optimal mixture.   Also why 3,4,6 and not= 2,4,6.   Was this a Lycoming?  also, also, why did the plugs fo= ul so quickly?

on a Continental the turbo outputs are merged so that if you lose, e.= g. one hose, you would lose pressure on all cylinders.   at least the= n all cylinders face the same mixture situation.

anyway, just trying to figure out how you would manage this on a cont= inental.

On Sep 8, 2010, at 11:48 AM, randy snarr wrote:

All,
Below is a link to a youtube video which contains a transcript of a Legacy= pilot who departed Redmond, OR  on an IFR flight plan. He climbs IMC= to his assigned altitude at 21,000 and at 20,000 there is a big BANG!! an= d the engine quits.
I only hope I would handle the same situation half as well...

Needless to say this is a harrowing story. The story has a happy ending bu= t harrowing none the less. When listening to the audio, you forget how ser= ious the situation is because he is so calm. The pilot is a friend of mine= and I happened to call him 30 minutes after he landed and he recounted th= e tale to me. He told me the scariest part was not when the engine quit bu= t when he was forced to descend into dark ugly IMC/ and Icing conditions= with a dead engine. Oh, over the mountains!  He got icing on the way= up and his new deicing system was working perfectly. He knew he would most likely get it on the way down as= well, this time with a dead engine and potentially little power to run th= e deice system.
Upon landing, it was discovered that a turbo hose blew off in climb and wh= en that happened because of the sudden loss of boost, it completely floode= d the engine fouling the plugs.

Mark did an excellent job getting the airplane and himself down in one pie= ce.
 
He travels the country weekly and spends around 3 days a week traveling th= is this airplane. His experience and proficiency definitely shows in this= situation...

Above is part A of the transcript. You will see part B when the video ends= ...

Nice work under pressure...

Randy Snarr
N694RS

http://www.youtube.com/watch?v=3DnluZTFu2tCQ

=3D
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