X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 28 Mar 2014 09:51:49 -0400 Message-ID: X-Original-Return-Path: Received: from mail-ie0-f174.google.com ([209.85.223.174] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 6803859 for lml@lancaironline.net; Fri, 28 Mar 2014 09:38:36 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.223.174; envelope-from=toddlong1@gmail.com Received: by mail-ie0-f174.google.com with SMTP id rp18so4911179iec.33 for ; Fri, 28 Mar 2014 06:38:00 -0700 (PDT) X-Received: by 10.42.62.143 with SMTP id y15mr7819370ich.14.1396013880279; Fri, 28 Mar 2014 06:38:00 -0700 (PDT) X-Original-Return-Path: Received: from [10.176.75.100] (58.sub-70-197-201.myvzw.com. [70.197.201.58]) by mx.google.com with ESMTPSA id u1sm4852357igm.8.2014.03.28.06.37.59 for (version=TLSv1 cipher=ECDHE-RSA-RC4-SHA bits=128/128); Fri, 28 Mar 2014 06:37:59 -0700 (PDT) From: Todd Long Content-Type: multipart/alternative; boundary=Apple-Mail-0A87C24D-BBEF-4F28-903F-34E4191D043B Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (1.0) Subject: Re: [LML] Re: Lancair IV-PT Accident Report X-Original-Message-Id: <6DC9992B-10C3-48A8-9618-A8BEBE0C62E8@gmail.com> X-Original-Date: Fri, 28 Mar 2014 08:37:58 -0500 References: In-Reply-To: X-Original-To: Lancair Mailing List X-Mailer: iPhone Mail (11B651) --Apple-Mail-0A87C24D-BBEF-4F28-903F-34E4191D043B Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: quoted-printable Since I am unfamiliar, what is the structural integrity of the belly tank du= ring a belly landing? The jets I fly all have structural keels to protect it= during an incident.=20 Sent from my iPhone > On Mar 28, 2014, at 7:28, Jeff Edwards wrote: >=20 > Wow!=20 >=20 > Sent from my iPad >=20 >> On Mar 27, 2014, at 2:21 PM, Robert R Pastusek wrote= : >>=20 >> Please note the following preliminary accident report for an IV-PT loss o= n 8 March, 2014. Although we did not know any details of the accident at the= time, I was asked to write the attached paper discussing the operating prin= ciples of the Lancair IV landing gear system. Please find this paper attache= d for your information. >> =20 >> Bob >> =20 >> =20 >> NTSB Identification: ERA14FA144 >> 14 CFR Part 91: General Aviation >> Accident occurred Saturday, March 08, 2014 in Hartsville, SC >> Aircraft: ROGERS GEORGE T LANCAIR IVP, registration: N724HP >> Injuries: 3 Fatal. >> This is preliminary information, subject to change, and may contain error= s. Any errors in this report will be corrected when the final report has bee= n completed. NTSB investigators either traveled in support of this investiga= tion or conducted a significant amount of investigative work without any tra= vel, and used data obtained from various sources to prepare this aircraft ac= cident report. >>=20 >> On March 8, 2014, about 1858 eastern standard time, an experimental amate= ur built Lancair IVP, N724HP, was substantially damaged after a loss of cont= rol in Hartsville, South Carolina. The private pilot, and the two pilot rate= d passengers were fatally injured. Visual meteorological conditions prevaile= d, and no flight plan was filed for the local personal flight conducted unde= r Title 14 Code of Federal Regulations Part 91, which departed Darlington Co= unty Jetport (UDG), Darlington, South Carolina.=20 >>=20 >> According to witnesses, the private pilot had been having problems with t= he airplane's landing gear system and had been receiving a "Gear Unsafe" ind= ication. Earlier on the day of the accident he was observed working on the a= irplane and when queried by one of the witnesses, the pilot advised him that= he was troubleshooting an electrical problem. >>=20 >> Later that day, the private pilot and one of the pilot rated passengers, d= eparted UDG, flew around the local area "for some time," and then landed at H= artsville Regional Airport (HVS), Hartsville, South Carolina. At 1510 the pr= ivate pilot refueled the airplane with 50 gallons of fuel and then at approx= imately 1610 took off alone and returned to UDG. Sometime after returning to= UDG, the private pilot took off again, this time not only with the pilot ra= ted passenger he had been flying with earlier that day but, also with an add= itional pilot rated passenger. >>=20 >> At approximately 1819, a relative of the private pilot received a text me= ssage asking him to come to HVS, as the landing gear would not come down. Th= en at 1836 he received a second message to "Call 911." Around the time that t= he private pilot sent the text, a witness observed the airplane pass by him n= umerous times during an approximately 15 minute long period. The airplane wa= s "low" to the ground. On the last pass, he could hear the airplane's engine= running, and observed the airplane fly across HVS about midfield at 600 to 7= 00 feet above ground level, bank sharply to the left, pitch up to about 25 d= egrees nose up, then descend rapidly in a nose high attitude until he lost s= ight of the airplane. Moments later, he heard the sound of impact, and obser= ved a large fire ball and smoke. >>=20 >> Examination of the accident site revealed that the airplane had struck tw= o trees before making ground contact, and coming to rest next to a row of tr= ees. Multiple pieces of wood were present on the ground which exhibited evid= ence of propeller strike marks. >>=20 >> Examination of the wreckage revealed that it had been exposed to a postcr= ash fire and that there was no evidence of any preimpact structural failure.= The wing flaps were in the up position, and flight control continuity was e= stablished from the cockpit flight controls, to the breaks in the system whi= ch showed evidence of tensile overload and from the breaks in the system, to= the mounting locations of the flight control surfaces.=20 >>=20 >> Examination of the propeller revealed evidence of S-bending, leading edge= gouging, and chordwise scratching. Examination of the engine's single stage= axial flow propulsor utilizing a borescope revealed evidence of rotational s= coring and reverse bending on multiple turbine blades. >>=20 >> Examination of the landing gear system revealed that the landing gear han= dle was in the down position however, the nose landing gear was in the "up" p= osition. The left and right main landing gear were partially extended, and t= he left main landing gear leg was fractured into two pieces. Examination of t= he main landing gear doors indicated that the right main landing gear door w= as closed during the impact sequence and the left main landing gear door was= open during the impact sequence. Examination of the hydraulic reservoir rev= ealed it was not full, and only contained about 10 tablespoons of hydraulic f= luid. During the examination, no leaks were discovered in the reservoir. >>=20 >> Further examination of the wreckage also revealed that the seat cushion f= or the right rear seat was displaced from its normal mounting position and a= n access panel which was located beneath that mounting location, and which w= ould allow access to the main landing gear actuators, had been removed. Exam= ination of the panel revealed scratch and pry marks on its topside, near one= edge, and an open jackknife was discovered on the floor in close proximity t= o the panel. >> Index for Mar2014 | Index of months >>=20 >> =20 >> >> -- >> For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.ht= ml --Apple-Mail-0A87C24D-BBEF-4F28-903F-34E4191D043B Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: 7bit
Since I am unfamiliar, what is the structural integrity of the belly tank during a belly landing? The jets I fly all have structural keels to protect it during an incident. 

Sent from my iPhone

On Mar 28, 2014, at 7:28, Jeff Edwards <vtailjeff@aol.com> wrote:

Wow! 

Sent from my iPad

On Mar 27, 2014, at 2:21 PM, Robert R Pastusek <rpastusek@htii.com> wrote:

Please note the following preliminary accident report for an IV-PT loss on 8 March, 2014. Although we did not know any details of the accident at the time, I was asked to write the attached paper discussing the operating principles of the Lancair IV landing gear system. Please find this paper attached for your information.

 

Bob

 

 

NTSB Identification: ERA14FA144
14 CFR Part 91: General Aviation
Accident occurred Saturday, March 08, 2014 in Hartsville, SC
Aircraft: ROGERS GEORGE T LANCAIR IVP, registration: N724HP
Injuries: 3 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.


On March 8, 2014, about 1858 eastern standard time, an experimental amateur built Lancair IVP, N724HP, was substantially damaged after a loss of control in Hartsville, South Carolina. The private pilot, and the two pilot rated passengers were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under Title 14 Code of Federal Regulations Part 91, which departed Darlington County Jetport (UDG), Darlington, South Carolina.

According to witnesses, the private pilot had been having problems with the airplane's landing gear system and had been receiving a "Gear Unsafe" indication. Earlier on the day of the accident he was observed working on the airplane and when queried by one of the witnesses, the pilot advised him that he was troubleshooting an electrical problem.

Later that day, the private pilot and one of the pilot rated passengers, departed UDG, flew around the local area "for some time," and then landed at Hartsville Regional Airport (HVS), Hartsville, South Carolina. At 1510 the private pilot refueled the airplane with 50 gallons of fuel and then at approximately 1610 took off alone and returned to UDG. Sometime after returning to UDG, the private pilot took off again, this time not only with the pilot rated passenger he had been flying with earlier that day but, also with an additional pilot rated passenger.

At approximately 1819, a relative of the private pilot received a text message asking him to come to HVS, as the landing gear would not come down. Then at 1836 he received a second message to "Call 911." Around the time that the private pilot sent the text, a witness observed the airplane pass by him numerous times during an approximately 15 minute long period. The airplane was "low" to the ground. On the last pass, he could hear the airplane's engine running, and observed the airplane fly across HVS about midfield at 600 to 700 feet above ground level, bank sharply to the left, pitch up to about 25 degrees nose up, then descend rapidly in a nose high attitude until he lost sight of the airplane. Moments later, he heard the sound of impact, and observed a large fire ball and smoke.

Examination of the accident site revealed that the airplane had struck two trees before making ground contact, and coming to rest next to a row of trees. Multiple pieces of wood were present on the ground which exhibited evidence of propeller strike marks.

Examination of the wreckage revealed that it had been exposed to a postcrash fire and that there was no evidence of any preimpact structural failure. The wing flaps were in the up position, and flight control continuity was established from the cockpit flight controls, to the breaks in the system which showed evidence of tensile overload and from the breaks in the system, to the mounting locations of the flight control surfaces.

Examination of the propeller revealed evidence of S-bending, leading edge gouging, and chordwise scratching. Examination of the engine's single stage axial flow propulsor utilizing a borescope revealed evidence of rotational scoring and reverse bending on multiple turbine blades.

Examination of the landing gear system revealed that the landing gear handle was in the down position however, the nose landing gear was in the "up" position. The left and right main landing gear were partially extended, and the left main landing gear leg was fractured into two pieces. Examination of the main landing gear doors indicated that the right main landing gear door was closed during the impact sequence and the left main landing gear door was open during the impact sequence. Examination of the hydraulic reservoir revealed it was not full, and only contained about 10 tablespoons of hydraulic fluid. During the examination, no leaks were discovered in the reservoir.

Further examination of the wreckage also revealed that the seat cushion for the right rear seat was displaced from its normal mounting position and an access panel which was located beneath that mounting location, and which would allow access to the main landing gear actuators, had been removed. Examination of the panel revealed scratch and pry marks on its topside, near one edge, and an open jackknife was discovered on the floor in close proximity to the panel.

Index for Mar2014 | Index of months

 

<Lancair IV Landing Gear Operation 3-2014.docx>
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