X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 12 May 2011 09:26:12 -0400 Message-ID: X-Original-Return-Path: Received: from imr-ma03.mx.aol.com ([64.12.206.41] verified) by logan.com (CommuniGate Pro SMTP 5.4c3j) with ESMTP id 4981448 for lml@lancaironline.net; Thu, 12 May 2011 08:58:55 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.206.41; envelope-from=MikeEasley@aol.com Received: from mtaomg-db02.r1000.mx.aol.com (mtaomg-db02.r1000.mx.aol.com [172.29.51.200]) by imr-ma03.mx.aol.com (8.14.1/8.14.1) with ESMTP id p4CCw70j000694 for ; Thu, 12 May 2011 08:58:07 -0400 Received: from core-mkc004c.r1000.mail.aol.com (core-mkc004.r1000.mail.aol.com [172.29.98.77]) by mtaomg-db02.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 1DEF6E00008B for ; Thu, 12 May 2011 08:58:07 -0400 (EDT) From: MikeEasley@aol.com X-Original-Message-ID: <77d17.2cc3a8d6.3afd335e@aol.com> X-Original-Date: Thu, 12 May 2011 08:58:07 -0400 (EDT) Subject: Re: [LML] N23PH Flight time X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_77d17.2cc3a8d6.3afd335e_boundary" X-Mailer: AOL 9.6 sub 5001 X-AOL-IP: 75.71.55.189 X-Originating-IP: [75.71.55.189] x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:475731008:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d33c84dcbd95f4dd8 --part1_77d17.2cc3a8d6.3afd335e_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Do we know this was fuel exhaustion? I know I ran my IO-550 150+ degrees ROP throughout the break-in process. I also flew low to keep 75% power. That's at or above 15 GPH. I thought I read something about oil pressure. I guess we'll find out more in time. Only 5 hours on a newly rebuilt engine seems minimal before a long cross country. A rebuilt engine doesn't constitute a major modification, so there's really no need to re-enter Phase 1 flight testing for a minimum of 5 hours, unless there was more work done that just an R&R. Losing an engine shouldn't be fatal. What do we know about the pilot and his training, time in type, etc.? Maybe Colyn can give us a bit more about the pilot's experience. Just sorting through the scenario like I do with every Lancair accident. Mike Easley Colorado Springs In a message dated 5/11/2011 1:17:19 P.M. Mountain Daylight Time, edmartintx@aol.com writes: At high altitude, a stock Legacy with IO-550 should burn approximately 10.5 gallons/hour using "lean-of-peak" technique. In this example, actual flight time was over four hours with 21 gallons remaining (66-gallon capacity). Please see: _http://flightaware.com/live/flight/N767EM_ (http://flightaware.com/live/flight/N767EM) J. E. MARTIN -----Original Message----- From: Karen Farnsworth To: lml Sent: Tue, May 10, 2011 11:22 am Subject: [LML] Re: N23PH Crash ____________________________________ From: Lancair Mailing List [_mailto:lml@lancaironline.net_ (mailto:lml@lancaironline.net?) ] On Behalf Of Tom McNerney Sent: Monday, May 09, 2011 07:33 To: _lml@lancaironline.net_ (mailto:lml@lancaironline.net) Subject: [LML] Re: N23PH Crash Flight Aware shows 3 hours 50 min, not 3 hours 15 min. That is a long way on 60 gallons.. Tom _www.N54SG.com_ (http://www.n54sg.com/) If, as has been reported, the engine was new, I would think that it was still being broken in. This would lead me to thing that fuel flow would be on the high side; thus reducing range. Just a thought. Lynn Farnsworth --part1_77d17.2cc3a8d6.3afd335e_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Do we know this was fuel exhaustion? I know I ran my IO-550 150+=20 degrees ROP throughout the break-in process. I also flew low to = keep=20 75% power. That's at or above 15 GPH.

I thought I read something about oil pressure. I guess we'll find out = more=20 in time. Only 5 hours on a newly rebuilt engine seems minimal before = a=20 long cross country. A rebuilt engine doesn't constitute a major=20 modification, so there's really no need to re-enter Phase 1 flight testing = for a=20 minimum of 5 hours, unless there was more work done that just an R&R.

Losing an engine shouldn't be fatal. What do we know about the p= ilot=20 and his training, time in type, etc.? Maybe Colyn can give us a bit m= ore=20 about the pilot's experience.

Just sorting through the scenario like I do with every Lancair=20 accident.

Mike Easley

Colorado Springs

In a message dated 5/11/2011 1:17:19 P.M. Mountain Daylight Time,=20 edmartintx@aol.com writes:

= &nbs= p; At=20 high altitude, a stock Legacy with IO-550 should burn approximately 10.5= =20 gallons/hour using "lean-of-peak" technique. In this=20 example, actual flight time was over four hours with 21 gallons remaining= =20 (66-gallon capacity). Please see: http://flightaware.com= /live/flight/N767EM =20

J. E. MARTIN

---= --Original=20 Message-----
From: Karen Farnsworth <farnsworth@charter.net>
= To:=20 lml <lml@lancaironline.net>
Sent: Tue, May 10, 2011 11:22=20 am
Subject: [LML] Re: N23PH Crash

=

=

From: Lancair=20 Mailing List [mailto:lml@lancaironline.net]= =20 On Behalf Of Tom=20 McNerney
Sent: Monday,= May=20 09, 2011 07:33
To: lml@lancaironline.net
Subject: [LML] Re: N23PH=20 Crash

Flight Aware shows 3 hours 50 min, not 3= hours=20 15 min. That is a long way on 60 gallons..

Tom

www.N54SG.com=20

=

If, as has bee= n=20 reported, the engine was new, I would think that it was still being broke= n in.=20 This would lead me to thing that fuel flow would be on the high side; thu= s=20 reducing range.

=

Just a=20 thought.

=

Lynn=20 Farnsworth

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