X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 13 May 2011 13:46:23 -0400 Message-ID: X-Original-Return-Path: Received: from smtp.perigee.net ([173.188.254.45] verified) by logan.com (CommuniGate Pro SMTP 5.4c3j) with ESMTPS id 4982760 for lml@lancaironline.net; Fri, 13 May 2011 12:53:23 -0400 Received-SPF: pass receiver=logan.com; client-ip=173.188.254.45; envelope-from=jschroeder@perigee.net Received: from john-study-2.perigee.net (dsl-208-26-41-109.perigee.net [208.26.41.109]) (authenticated bits=0) by smtp.perigee.net (8.14.1/8.14.1) with ESMTP id p4DGqkqR021498 for ; Fri, 13 May 2011 12:52:47 -0400 Content-Type: multipart/alternative; boundary=----------zOGKbwmvm18U0ElFGdkcUs X-Original-To: "Lancair Mailing List" Subject: Re: [LML] Re: N23PH Flight time References: X-Original-Date: Fri, 13 May 2011 12:52:37 -0400 MIME-Version: 1.0 From: "John Schroeder" X-Original-Message-ID: In-Reply-To: User-Agent: Opera Mail/11.10 (Win32) ------------zOGKbwmvm18U0ElFGdkcUs Content-Type: text/plain; charset=iso-8859-15; format=flowed; delsp=yes Content-Transfer-Encoding: 8bit Colyn: Here are a few lines from my log. I have others that span many altitudes from 5500 to 15,000 in a spread sheet.. Date Altitude OAT/Deg C MAP WOT RAM? RPM Fuel Flow TAS LOP Remarks 03/08/07 8500 1 23.3 Yes Yes Unk 11.5 170 Yes 16:16Z 157 KIAS 04/17/07 8500 9 21.8 Yes Yes 2420 11.5 177 Yes 12:50:39Z 200K G/S 14A-JYL 11/18/06 8500 2 23.0 Yes Yes 2400 12.9 173 Yes 11/18/06 Test Flight John On Fri, 13 May 2011 12:12:47 -0400, Colyn Case wrote: > I don't have definitive information. > As far as I know, never took HPAT or equivalent. > As far as I know, total time in last 6 months was the 5 hours engine > breakin time. > There were conflicting reports about whether the "pressure" problem was > oil pressure or fuel pressure. > I believe he was intending to operate LOP on this trip. > For the APS view on engine breakin see: > http://lists.kjsl.com/pipermail/beech-owners/2008->March/073658.html > Anyone have LOP numbers for an IO-550 at 8000? > > Again the log records 3:17 of flight but does not include the climb (7 > minutes?) > nor the descent ( 12 minutes? but was that power on or power off? one > thing very peculiar about the track log >is that there is no descent.) > 3:17 + 7 + 12 = 3:36 > If you add 3 gallons for climb and take off, the total burns come out > like this: > > burn rate total burn > >> 14 53.4 > 15 57 > 16 60.6 > 17 64.2 > >> If he were really at 17 and knew it I think he would have done >> something about it. > I suspect there were other contributing factors. ...like faulty fuel > flow reporting, faulty fuel level gauging, max >usable fuel less than > thought, or maybe it really was oil pressure. > >> I looked at the google earth view for the general area. I'm not sure >> which field he landed in but they all looked >smallish and maybe >> intimidating at speed. > It's hard to know what happened in the final moments but the wreckage > doesn't look consistent with forward >progress once on the ground. > >> On May 12, 2011, at 9:26 AM, MikeEasley@aol.com wrote: > >>>> 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 >>> To: lml >>> Sent: Tue, May 10, 2011 11:22 am >>> Subject: [LML] Re: N23PH Crash >>> >>> >>>>>> From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf >>>>>> Of Tom McNerney >>> Sent: Monday, May 09, 2011 07:33 >>> To: 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.comIf, 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 > ------------zOGKbwmvm18U0ElFGdkcUs Content-Type: multipart/related; boundary=----------zOGKbwmvm18U0E7RcKCtki ------------zOGKbwmvm18U0E7RcKCtki Content-Type: text/html; charset=iso-8859-15 Content-ID: Content-Transfer-Encoding: Quoted-Printable
 
 
From: Lancair = Mailing List [mailto:lml@lancaironline.net] = On Behalf Of Tom = McNerney
Sent: Mond= ay, May = 09, 2011 07:33
To: = lml@lancaironline.net
 
Flight Aware shows 3 hours 50 min, n= ot 3 hours = 15 min.  That is a long way on 60 gallons..
 
Tom
www.N54SG.com =
 
If, a= s has been = reported, the engine was new, I would think that it was still being br= oken in. = This would lead me to thing that fuel flow would be on the high side; = thus = reducing range.
 
Just = a = thought.
 
Lynn = Farnsworth




<= br>
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