X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 21 Oct 2013 10:37:36 -0400 Message-ID: X-Original-Return-Path: Received: from omr-d04.mx.aol.com ([205.188.109.201] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTPS id 6548807 for lml@lancaironline.net; Mon, 21 Oct 2013 08:22:37 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.109.201; envelope-from=vtailjeff@aol.com Received: from mtaout-db01.r1000.mx.aol.com (mtaout-db01.r1000.mx.aol.com [172.29.51.193]) by omr-d04.mx.aol.com (Outbound Mail Relay) with ESMTP id 48B2D700000AB for ; Mon, 21 Oct 2013 08:22:03 -0400 (EDT) Received: from [10.103.249.137] (unknown [166.205.48.112]) (using TLSv1 with cipher AES128-SHA (128/128 bits)) (No client certificate requested) by mtaout-db01.r1000.mx.aol.com (MUA/Third Party Client Interface) with ESMTPSA id 482C8E000607; Mon, 21 Oct 2013 08:21:58 -0400 (EDT) References: In-Reply-To: Mime-Version: 1.0 (1.0) Content-Type: multipart/alternative; boundary=Apple-Mail-1BEEEF8B-F7C3-40CA-923F-D9B80411D3A9 X-Original-Message-Id: <3E88B5C5-E7CB-44EA-B2A1-CB38B693589B@aol.com> Content-Transfer-Encoding: 7bit X-Mailer: iPad Mail (9B206) From: vtailjeff@aol.com Subject: Re: [LML] HOW TO KILL YOURSELF IN A LANCAIR X-Original-Date: Mon, 21 Oct 2013 08:21:54 -0400 X-Original-To: Lancair Mailing List x-aol-global-disposition: G x-aol-sid: 3039ac1d33c152651c663e03 X-AOL-IP: 166.205.48.112 --Apple-Mail-1BEEEF8B-F7C3-40CA-923F-D9B80411D3A9 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=utf-8 There was no evidence of fuel at the crash site. Sent from my iPad On Oct 21, 2013, at 7:39 AM, PETER WILLIAMS w= rote: > The Lancair 235 that crashed near Hudson, Ky., on April 14, 2012, had give= n its owner and pilot fair warning that something wasn=E2=80=99t right. Abou= t two months before the accident, he began having trouble getting the electr= ically operated landing gear to extend. A little trial and error led him to a= dopt the procedure of =E2=80=9Cturning off all non-essential electrical equi= pment=E2=80=9D prior to gear extension, and then powering everything back up= after the gear were down and locked. On the morning of the accident, he=E2=80= =99d flown 55 nautical miles from his base at Louisville to a breakfast fly-= in at Rough River State Park, only to find that the gear would not extend at= all. Apparently reaching behind the seat to the battery box and =E2=80=9Cji= ggling=E2=80=9D the cables restored enough power to get the gear down. Howev= er, he acknowledged to a friend that he=E2=80=99d landed with the prop still= at cruise rpm, as the electrically operated prop governor wouldn=E2=80=99t w= ork. >=20 > Things only got worse after breakfast. The Lancair=E2=80=99s electric star= ting also refused to cooperate, so the owner recruited help to hand-prop the= engine. Once it caught, he found that the prop still wouldn=E2=80=99t come o= ut of the low-rpm setting, so he shut it down again, removed the battery, an= d got a friend to fly him home to Louisville. >=20 > After he borrowed a battery charger and charged two batteries, the same fr= iend ferried him back to Rough River. He installed one battery, intending to= return to Louisville with the gear down. They planned to depart together; t= he Lancair owner said that if his radios stopped working, they=E2=80=99d con= tinue as =E2=80=9Ca flight of two=E2=80=9D through Louisville International=E2= =80=99s airspace. It took him three tries to get his engine started, after w= hich he cycled the prop and was off the ground =E2=80=9Cin six or seven seco= nds.=E2=80=9D Witnesses noticed fuel dripping from the right wingtip vent. >=20 > Three or four minutes after takeoff, the Lancair pilot called to ask wheth= er his friends were still on the frequency. The sound of the transmission su= ggested he was using a handheld rather than the airplane=E2=80=99s radios. H= e advised that he=E2=80=99d be landing in a field a mile or two south of the= Breckenridge County Airport, and then said, =E2=80=9CI=E2=80=99m going in h= ard.=E2=80=9D His companions, perhaps five minutes behind in a Cessna 172, w= ere unable to find the wreckage, so they landed at Breckenridge County. By t= he time they=E2=80=99d called 911, other witnesses had pinpointed the accide= nt site. The pilot=E2=80=99s body was in the wreckage, still holding his por= table transceiver. >=20 > Investigators found no discrepancies with the engine or flight controls. H= owever, the header tank and its filter and strainer contained no usable fuel= , while fuel was seen to have leaked from both wing tanks after impact. They= also found that the positive cable from the battery was corroded and frayed= at the connector to the master contactor; the contactor itself was =E2=80=9C= moist=E2=80=9D and showed severe internal corrosion. It had been mounted on t= he bottom of the battery box, which displayed evidence of sulfuric acid leak= age; =E2=80=9Cno precautions had been taken to prevent liquid from running d= own the cable into the base of the connector.=E2=80=9D >=20 > The engine ignition system could function without electrical power, but th= e fuel system could not. The Lancair depended on electric transfer pumps to m= ove fuel from the wing tanks to the header tank, something its pilot=E2=80=94= who was not the airplane=E2=80=99s builder=E2=80=94probably didn=E2=80=99t k= now when he decided to continue flying it with obvious electrical deficienci= es. The header tank was the only one that supplied the engine directly, so f= uel starvation was the predictable consequence of a loss of electrical power= =E2=80=94while the inability to retract the electro-hydraulically operated g= ear did nothing to improve glide performance after the engine quit. >=20 > Systems knowledge is crucial to the go/no-go situation in any case, but th= e lack of standardization makes it especially critical for buyers of experim= ental aircraft. Later owners don=E2=80=99t automatically inherit the builder= =E2=80=99s intimate familiarity with all the design decisions that could hav= e unexpected implications. Operating these aircraft safely requires learning= all their quirks while maintaining a healthy respect for risks that haven=E2= =80=99t been anticipated. >=20 > From: colyncase@earthlink.net > Date: Sat, 19 Oct 2013 00:02:42 -0400 > To: lml@lancaironline.net > Subject: [LML] Re: Oil Cooler >=20 > That looks pretty serious Angier! >=20 > On Oct 18, 2013, at 10:50 PM, Greenbacks, UnLtd. wrote: >=20 > Steve,=20 >=20 > Here you can see my oil cooler install at various stages, > basically in at lower right, through cooler mounted on the firewall and ou= t lower left. >=20 > Angier Ames > N4ZQ >=20 > >=20 > > =20 >=20 > >=20 > >=20 > >=20 > >=20 > > =20 > Here you can see the complete installation, together with the valve arm wh= ich connects > to the push/pull cable in the cockpit. Works very well. >=20 > >=20 > >=20 > >=20 > =20 >=20 >=20 --Apple-Mail-1BEEEF8B-F7C3-40CA-923F-D9B80411D3A9 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=utf-8
There was no evidence of f= uel at the crash site.

Sent from my iPad

On Oct 21, 201= 3, at 7:39 AM, PETER WILLIAMS <peterpawaviation@hotmail.com> wrote:

The Lancair 235 that crashed near Hudson, Ky., on April 14,= 2012, had given its owner and pilot fair warning that something wasn=E2=80=99= t right. About two months before the accident, he began having trouble getti= ng the electrically operated landing gear to extend. A little trial and erro= r led him to adopt the procedure of =E2=80=9Cturning off all non-essential e= lectrical equipment=E2=80=9D prior to gear extension, and then powering ever= ything back up after the gear were down and locked. On the morning of the ac= cident, he=E2=80=99d flown 55 nautical miles from his base at Louisville to a= breakfast fly-in at Rough River State Park, only to find that the gear woul= d not extend at all. Apparently reaching behind the seat to the battery box a= nd =E2=80=9Cjiggling=E2=80=9D the cables restored enough power to get the ge= ar down. However, he acknowledged to a friend that he=E2=80=99d landed with t= he prop still at cruise rpm, as the electrically operated prop governor woul= dn=E2=80=99t work.

Things only got worse after breakfast. The Lancair= =E2=80=99s electric starting also refused to cooperate, so the owner recruit= ed help to hand-prop the engine. Once it caught, he found that the prop stil= l wouldn=E2=80=99t come out of the low-rpm setting, so he shut it down again= , removed the battery, and got a friend to fly him home to Louisville.
After he borrowed a battery charger and charged two batteries, the same fr= iend ferried him back to Rough River. He installed one battery, intending to= return to Louisville with the gear down. They planned to depart together; t= he Lancair owner said that if his radios stopped working, they=E2=80=99d con= tinue as =E2=80=9Ca flight of two=E2=80=9D through Louisville International=E2= =80=99s airspace. It took him three tries to get his engine started, after w= hich he cycled the prop and was off the ground =E2=80=9Cin six or seven seco= nds.=E2=80=9D Witnesses noticed fuel dripping from the right wingtip vent.
Three or four minutes after takeoff, the Lancair pilot called to ask w= hether his friends were still on the frequency. The sound of the transmissio= n suggested he was using a handheld rather than the airplane=E2=80=99s radio= s. He advised that he=E2=80=99d be landing in a field a mile or two south of= the Breckenridge County Airport, and then said, =E2=80=9CI=E2=80=99m going i= n hard.=E2=80=9D His companions, perhaps five minutes behind in a Cessna 172= , were unable to find the wreckage, so they landed at Breckenridge County. B= y the time they=E2=80=99d called 911, other witnesses had pinpointed the acc= ident site. The pilot=E2=80=99s body was in the wreckage, still holding his p= ortable transceiver.

Investigators found no discrepancies with the en= gine or flight controls. However, the header tank and its filter and straine= r contained no usable fuel, while fuel was seen to have leaked from both win= g tanks after impact. They also found that the positive cable from the batte= ry was corroded and frayed at the connector to the master contactor; the con= tactor itself was =E2=80=9Cmoist=E2=80=9D and showed severe internal corrosi= on. It had been mounted on the bottom of the battery box, which displayed ev= idence of sulfuric acid leakage; =E2=80=9Cno precautions had been taken to p= revent liquid from running down the cable into the base of the connector.=E2= =80=9D

The engine ignition system could function without electrical p= ower, but the fuel system could not. The Lancair depended on electric transf= er pumps to move fuel from the wing tanks to the header tank, something its p= ilot=E2=80=94who was not the airplane=E2=80=99s builder=E2=80=94probably did= n=E2=80=99t know when he decided to continue flying it with obvious electric= al deficiencies. The header tank was the only one that supplied the engine d= irectly, so fuel starvation was the predictable consequence of a loss of ele= ctrical power=E2=80=94while the inability to retract the electro-hydraulical= ly operated gear did nothing to improve glide performance after the engine q= uit.

Systems knowledge is crucial to the go/no-go situation in any ca= se, but the lack of standardization makes it especially critical for buyers o= f experimental aircraft. Later owners don=E2=80=99t automatically inherit th= e builder=E2=80=99s intimate familiarity with all the design decisions that c= ould have unexpected implications. Operating these aircraft safely requires l= earning all their quirks while maintaining a healthy respect for risks that h= aven=E2=80=99t been anticipated.

From: colyncase@earthlink.net
Date: Sat, 19 Oct 2013 00:02= :42 -0400
To: lml@lancaironline.= net
Subject: [LML] Re: Oil Cooler

That looks pretty serious An= gier!

On Oct 18, 2013, at 10:50 PM, Greenbacks, UnLtd. wro= te:

Steve, 

Here you can see my o= il cooler install at various stages,
basically in at lower right, t= hrough cooler mounted on the firewall and out lower left.

Angier Ames
N4ZQ

<IMG_0085.jpg>

<IMG_0006.jpg>

 

<IMG_0086.jpg>

<IMG_0001.jpg>
<= span class=3D"ecxApple-style-span" style=3D"font-size:12px;">
<IMG_0002.jpg>

<IMG_0003.jpg>

<IMG_0004.jpg>=
&nbs= p;
Here you can see the c= omplete installation, together with the valve arm which connects
to the push/pull cable i= n the cockpit. Works very well.

<IMG_0004_2.jpg>
<IMG_0005.jpg>

<= ;IMG_0006_2.jpg>

 


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