X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 28 Mar 2014 11:29:28 -0400 Message-ID: X-Original-Return-Path: Received: from nm24-vm0.bullet.mail.ne1.yahoo.com ([98.138.90.34] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 6803982 for lml@lancaironline.net; Fri, 28 Mar 2014 11:06:20 -0400 Received-SPF: none receiver=logan.com; client-ip=98.138.90.34; envelope-from=rosel_george@yahoo.com Received: from [98.138.101.132] by nm24.bullet.mail.ne1.yahoo.com with NNFMP; 28 Mar 2014 15:05:45 -0000 Received: from [98.138.89.162] by tm20.bullet.mail.ne1.yahoo.com with NNFMP; 28 Mar 2014 15:05:45 -0000 Received: from [127.0.0.1] by omp1018.mail.ne1.yahoo.com with NNFMP; 28 Mar 2014 15:05:45 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 189819.79897.bm@omp1018.mail.ne1.yahoo.com Received: (qmail 54138 invoked by uid 60001); 28 Mar 2014 15:05:45 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=X-YMail-OSG:Received:X-Rocket-MIMEInfo:X-Mailer:References:Message-ID:Date:From:Reply-To:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=T2qDF9FWCBeWZdL4iEFj4P2uvnHyIh78kKKC7Pm0H08nW6xpS9LB4PW4Olh89drlvgqQuEgeV/Uo4vfZrnQKNeYmCR7iF+Oo2UNzvBNsUcdnoLp20YRyR+5QFUbXa0CYg6qcB5kE73KXUnlCHTlddKM5pWV39zpYYVDZFD2bZDw=; X-YMail-OSG: PbO7l7IVM1lfuhB15Yv.Ltd2g02OrXG5bnK2lFFSart64Dw 1iSc6ARsDE6Me9NoGNqzLVRS5FIcCclMC3qc31lQVpX_XDn700RVib8Yk88Q .zMlbGlNYnWRS9KbHrTNCl.rWq1hHzRLq5NWdItXc8JO4aFkTP3NKq3w1Rfv mdEw.jgN6sklRCnCelUo0cjmEtbk3sl9AnjC9N2Q1qA3Gp.dIcBWEqKSCYTK mOe0ApJnRf.OrvkEsP39suHwof5BxVSUASt2wgJr1oP731OOF2TSoSs_ZdFS IwP2VVCeoGd5OnQe8EtBDRCOEeUWqvUST.GfjXXYyBrrqcX32fkmnt2xtZc6 kypi4WYNEP2apY.76in846HV6.GhtSChQjc7MFxZB0faOZ8dsx572X1wYvvl LM4kScM_osiQ37zrajYCHdrhIGvqeY2M_KqcxFLgwfHwLyixIScnwYO1wCfv VroJEpTAPeFYl8V1WMpA.GC_pMJLw.OdYHeyTJv.EmcXxHGS5Cb8xNq1Y01V N06Q0v28KV7MQ4gDXpKpMtXugqFvc.DBKVw4_5N_NjovrThci7tiQpzUICn2 GpgHyUCCKfieuNOFlssaWC2yk4RVgAJcGq55_m.ESjIoMPqL4bXaKMN3I3lV G0CU8IuVrycR8PFNG1cy69Ao75A808eDXrnnGYSRB15S8jyE1SB8hXbM8ZnS 0Tiyan8SyysU42qPxdGH17NbUnIgNIvtq9dr_bB4SorwE3Erth0brSLr6 Received: from [71.229.250.18] by web122301.mail.ne1.yahoo.com via HTTP; Fri, 28 Mar 2014 08:05:44 PDT X-Rocket-MIMEInfo: 002.001,Qm9iLAoKWW91IGFyZSBleGFjdGx5IHJpZ2h0IEJvYi4gTXkgZmlyc3QgdHVyYmluZSBoYWQgdGhlIHN0YW5kYXJkIExhbmNhaXIgMzUgZ2FsIGJlbGx5IHRhbmsgYW5kIGl0IGhhZCBvcHByb3ggOS0xMiBleHRyYSBjYXJib24gYmlkIHN0cmlwcyBvbiB0aGUgYm90dG9tIHRvIGFjdCBhcyBhIHNraWQgcGxhdGUuIFRoZSB0dXJiaW5lIEknbSBmbHlpbmcgbm93IGhhcyB0aGUgc2FtZSB0aGluZyBvbmx5IG15IGZ1ZWwgc3lzdGVtIGFsbG93cyBtZSB0byB0cmFuc2ZlciBhbGwgYmVsbHkgZnVlbCB0byB0aGUgbGUBMAEBAQE- X-Mailer: YahooMailWebService/0.8.181.645 References: X-Original-Message-ID: <1396019144.37387.YahooMailNeo@web122301.mail.ne1.yahoo.com> X-Original-Date: Fri, 28 Mar 2014 08:05:44 -0700 (PDT) From: George Rosel Reply-To: George Rosel Subject: Re: [LML] Re: Lancair IV-PT Accident Report X-Original-To: Lancair Mailing List In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="518238472-742576572-1396019144=:37387" --518238472-742576572-1396019144=:37387 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable Bob,=0A=0AYou are exactly right Bob. My first turbine had the standard Lanc= air 35 gal belly tank and it had opprox 9-12 extra carbon bid strips on the= bottom to act as a skid plate. The turbine I'm flying now has the same thi= ng only my fuel system allows me to transfer all belly fuel to the left win= g.=0A=0A... George=0A=0A2009 Lancair 4-PT, N193CG=0A=0A=0A=C2=A0=0AGeorge F= . Rosel=0A=0A=0A(cell) 303-995-5501=0A=0A=0ACool vacation destination...=0A= =0A"The Lodge at Timberline", Copper Mtn., Colorado ... a true "ski-in/ski-= out" Luxury Home for RENT, see video... http://youtu.be/ZYMcJn2TfqY=0A=C2= =A0... Click here to view my webpage:http://www.vrbo.com/254739=C2=A0=C2=A0= or...=C2=A0 http://www.LodgeAtTimberline.com=0A=0A=0A=0A=0A=0AOn Friday, M= arch 28, 2014 8:24 AM, Robert R Pastusek wrote:=0A =0A= =0ATodd,=0ABelly tanks to support the higher fuel consumption of the turbi= nes, were a builder add-on, and are all different. Some were better-enginee= red than others, but there is no standard for them. This, and the associate= d fuel system plumbing for the turbine, are truly =E2=80=9Cbuilder option.= =E2=80=9D=0ABob=0A=C2=A0=0AFrom:Lancair Mailing List [mailto:lml@lancaironl= ine.net] On Behalf Of Todd Long=0ASent: Friday, March 28, 2014 9:52 AM=0ATo= : lml@lancaironline.net=0ASubject: [LML] Re: Lancair IV-PT Accident Report= =0A=C2=A0=0ASince 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.=C2=A0=0A=0ASent from my iPhone=0A=0AOn M= ar 28, 2014, at 7:28, Jeff Edwards wrote:=0AWow!=C2=A0= =0A>=0A>Sent from my iPad=0A>=0A>On Mar 27, 2014, at 2:21 PM, Robert R Past= usek wrote:=0A>Please note the following preliminary a= ccident 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 s= ystem. Please find this paper attached for your information.=0A>>=C2=A0=0A>= >Bob=0A>>=C2=A0=0A>>=C2=A0=0A>>NTSB Identification: ERA14FA144=0A>>14 CFR P= art 91: General Aviation=0A>>Accident occurred Saturday, March 08, 2014 in = Hartsville, SC=0A>>Aircraft: ROGERS GEORGE T LANCAIR IVP, registration: N72= 4HP=0A>>Injuries: 3 Fatal.=0A>>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 travel= ed in support of this investigation or conducted a significant amount of in= vestigative work without any travel, and used data obtained from various so= urces to prepare this aircraft accident report.=0A>>=0A>>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.=0A Visual meteorological conditions prevailed, and no flig= ht plan was filed for the local personal flight conducted under Title 14 Co= de of Federal Regulations Part 91, which departed Darlington County Jetport= (UDG), Darlington, South Carolina. =0A>>=0A>>According to witnesses, the p= rivate pilot had been having problems with the airplane's landing gear syst= em 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 o= ne=0A of the witnesses, the pilot advised him that he was troubleshooting a= n electrical problem.=0A>>=0A>>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), Hartsvill= e, South Carolina. At 1510 the private pilot refueled the airplane=0A with = 50 gallons of fuel and then at approximately 1610 took off alone and return= ed to UDG. Sometime after returning to UDG, the private pilot took off agai= n, this time not only with the pilot rated passenger he had been flying wit= h earlier that day but, also=0A with an additional pilot rated passenger.= =0A>>=0A>>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,=0A a witness observed the airpla= ne 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=0A 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=0A ball and smoke.=0A>>=0A>>Exam= ination of the accident site revealed that the airplane had struck two tree= s 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.=0A>>=0A>>Examination of the wreckage revealed t= hat 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=0A = controls, to the breaks in the system which showed evidence of tensile over= load and from the breaks in the system, to the mounting locations of the fl= ight control surfaces. =0A>>=0A>>Examination of the propeller revealed evid= ence of S-bending, leading edge gouging, and chordwise scratching. Examinat= ion of the engine's single stage axial flow propulsor utilizing a borescope= revealed evidence of rotational scoring and reverse bending on multiple=0A= turbine blades.=0A>>=0A>>Examination of the landing gear system revealed t= hat the landing gear handle was in the down position however, the nose land= ing gear was in the "up" position. The left and right main landing gear wer= e partially extended, and the left main landing gear leg was=0A fractured i= nto two pieces. Examination of the main landing gear doors indicated that t= he right main landing gear door was closed during the impact sequence and t= he left main landing gear door was open during the impact sequence. Examina= tion of the hydraulic=0A reservoir revealed it was not full, and only conta= ined about 10 tablespoons of hydraulic fluid. During the examination, no le= aks were discovered in the reservoir.=0A>>=0A>>Further examination of the w= reckage also revealed that the seat cushion for the right rear seat was dis= placed from its normal mounting position and an access panel which was loca= ted beneath that mounting location, and which would allow access to the mai= n landing=0A gear actuators, had been removed. Examination of the panel rev= ealed scratch and pry marks on its topside, near one edge, and an open jack= knife was discovered on the floor in close proximity to the panel. =0A>>Ind= ex for Mar2014 | Index of months =0A>>=C2=A0=0A>=0A>--=0A>>For archives and unsub http://mail.lancairon= line.net:81/lists/lml/List.html --518238472-742576572-1396019144=:37387 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
Bob,

You are exactly right Bob. My first turbine had t= he standard Lancair 35 gal belly tank and it had opprox 9-12 extra carbon b= id strips on the bottom to act as a skid plate. The turbine I'm flying now = has the same thing only my fuel system allows me to transfer all belly fuel= to the left wing.

... George

2009 Lancair 4-PT, N193CG

 
George F. Rosel

(cell) 303-995-5501

Cool vacation = destination...
"The Lodge at Timberline", Copper Mtn., Colorado ... a= true "ski-in/ski-out" Luxury Home for RE= NT, see video... http://youtu.be/ZYMcJn2TfqY
 ... Click here to view my webpage: http://www.vrbo.com/254739   or...&n= bsp; http://www.LodgeAtTimberline.com



On Friday, March 28, 2014 8:24 AM, Robert R Pastusek <= ;rpastusek@htii.com> wrote:
=0A=0A =0A =0A =0A =0A=0A=0A
=0A
=0A
Todd,
=0A
Belly tanks to support the higher fue= l consumption of the turbines, were a builder add-on,=0A and are all differ= ent. Some were better-engineered than others, but there is no standard for = them. This, and the associated fuel system plumbing for the turbine, are tr= uly =E2=80=9Cbuilder option.=E2=80=9D
=0ABob
=0A
 
=0A
=0A
=0A
From: Lancair=0A Mailing List [mailto:lml@lancaironline.n= et] On Behalf Of Todd Long
=0ASent: Friday, March 28, 2014= 9:52 AM
=0ATo: lml@lancaironline.net
=0ASubject: [LML]= Re: Lancair IV-PT Accident Report
=0A
=0A
=0A
 
=0A
=0A
Since I am unfamiliar, what is the str= uctural integrity of the belly tank during a belly landing? The jets I fly = all have structural keels to protect it during an incident. 
=0A=0ASent from my iPhone
=0A
=0A
=0A

= =0AOn Mar 28, 2014, at 7:28, Jeff Edwards <vtailjeff@aol.com> wrote:
=0A
=0A=0A
=0A
=0A
Wow! 
=0A
=0ASe= nt from my iPad
=0A
=0A
=0A

=0AOn Mar = 27, 2014, at 2:21 PM, Robert R Pastusek <rpastusek@htii.com> wrote:
=0A
=0A=0A
=0A
Please note the following preliminary accident repor= t 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 discus= sing the operating principles of the=0A Lancair IV landing gear system. Ple= ase find this paper attached for your information.
=0A
 
=0A
Bob
=0A
 
=0A
 
=0A
NTSB Identificatio= n:=0AERA14FA144
=0A14 CFR Part 91: General Aviation
=0AAcciden= t occurred Saturday, March 08, 2014 in Hartsville, SC
=0AAircraft: ROGER= S GEORGE T LANCAIR IVP, registration: N724HP
=0AInjuries: 3 Fatal.
= =0A
This is preliminary information, subject to change, and may co= ntain errors. Any errors in this report will be corrected when the final re= port has been completed. NTSB investigators either traveled=0A in support o= f this investigation or conducted a significant amount of investigative wor= k without any travel, and used data obtained from various sources to prepar= e this aircraft accident report.
=0A

=0AOn March 8, 2014, about 1858 eastern standard time, an experime= ntal amateur built Lancair IVP, N724HP, was substantially damaged after a l= oss of control in Hartsville, South Carolina. The private pilot, and the tw= o pilot rated passengers were fatally injured.=0A Visual meteorological con= ditions prevailed, and no flight plan was filed for the local personal flig= ht conducted under Title 14 Code of Federal Regulations Part 91, which depa= rted Darlington County Jetport (UDG), Darlington, South Carolina.=0A
=0A=
=0AAccording to witnesses, the private pilot had been having problems w= ith the airplane's landing gear system and had been receiving a "Gear Unsaf= e" indication. Earlier on the day of the accident he was observed working o= n the airplane and when queried by one=0A of the witnesses, the pilot advis= ed him that he was troubleshooting an electrical problem.
=0A
=0ALate= r that day, the private pilot and one of the pilot rated passengers, depart= ed UDG, flew around the local area "for some time," and then landed at Hart= sville Regional Airport (HVS), Hartsville, South Carolina. At 1510 the priv= ate pilot refueled the airplane=0A with 50 gallons of fuel and then at appr= oximately 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 pilo= t rated passenger he had been flying with earlier that day but, also=0A wit= h an additional pilot rated passenger.
=0A
=0AAt 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,=0A a witness observed the airplane pass by him numerous times dur= ing an approximately 15 minute long period. The airplane was "low" to the g= round. On the last pass, he could hear the airplane's engine running, and o= bserved the airplane fly across HVS about midfield=0A at 600 to 700 feet ab= ove ground level, bank sharply to the left, pitch up to about 25 degrees no= se 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 l= arge fire=0A ball and smoke.
=0A
=0AExamination of the accident site = revealed that the airplane had struck two trees before making ground contac= t, 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.=0A
=0AExamination of the wreckage revealed that it had been exposed t= o a postcrash fire and that there was no evidence of any preimpact structur= al failure. The wing flaps were in the up position, and flight control cont= inuity was established from the cockpit flight=0A controls, to the breaks i= n the system which showed evidence of tensile overload and from the breaks = in the system, to the mounting locations of the flight control surfaces.=0A=
=0A
=0AExamination 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=0A turbine blades.=0A
=0AExamination 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 ext= ended, and the left main landing gear leg was=0A fractured into two pieces.= Examination of the main landing gear doors indicated that the right main l= anding gear door was closed during the impact sequence and the left main la= nding gear door was open during the impact sequence. Examination of the hyd= raulic=0A reservoir revealed it was not full, and only contained about 10 t= ablespoons of hydraulic fluid. During the examination, no leaks were discov= ered in the reservoir.
=0A
=0AFurther examination of the wreckage als= o 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= =0A gear actuators, had been removed. Examination of the panel revealed scr= atch and pry marks on its topside, near one edge, and an open jackknife was= discovered on the floor in close proximity to the panel.=0A
=0A =0A
 
=0A
=0A=0A=0A
=0A
<Lancair IV Landing Gear = Operation 3-2014.docx>
=0A
=0A=0A=0A=0A=0A
=0A=0A
=0A
=0A=0A


= --518238472-742576572-1396019144=:37387--