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
J. E. MARTIN
-----Original
Message-----
From: Karen Farnsworth <farnsworth@charter.net>
To:
lml <lml@lancaironline.net>
Sent: Tue, May 10, 2011 11:22
am
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..
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