X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 28 Mar 2014 11:30:54 -0400 Message-ID: X-Original-Return-Path: Received: from col0-omc3-s1.col0.hotmail.com ([65.55.34.139] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTP id 6803996 for lml@lancaironline.net; Fri, 28 Mar 2014 11:12:46 -0400 Received-SPF: pass receiver=logan.com; client-ip=65.55.34.139; envelope-from=peterpawaviation@hotmail.com Received: from COL129-W54 ([65.55.34.137]) by col0-omc3-s1.col0.hotmail.com with Microsoft SMTPSVC(6.0.3790.4675); Fri, 28 Mar 2014 08:12:09 -0700 X-TMN: [0jXatiWK9ZxHp+1cALg4fx8PBO/L/5OV] X-Originating-Email: [peterpawaviation@hotmail.com] X-Original-Message-ID: X-Original-Return-Path: peterpawaviation@hotmail.com Content-Type: multipart/alternative; boundary="_7ada0803-df1d-432f-b450-2ea9bf2edd28_" From: PETER WILLIAMS X-Original-To: Lancair Mailing List Subject: IV-PT Accident Report-STAY FOCUSED X-Original-Date: Fri, 28 Mar 2014 11:12:09 -0400 Importance: Normal In-Reply-To: References: MIME-Version: 1.0 X-OriginalArrivalTime: 28 Mar 2014 15:12:09.0945 (UTC) FILETIME=[17101C90:01CF4A98] --_7ada0803-df1d-432f-b450-2ea9bf2edd28_ Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable hi there IT CAN HAPPEN TO PROFESSIONALS 1972 Eastern Air Lines Flight 401 was a Lockheed L-1011-1 Tristar jet that crash= ed into the Florida Everglades=0A= at 11:42pm December 29=2C 1972=2C causing 101 fatalities (99 initial crash= =0A= fatalities=2C two died shortly afterward). There were 75 survivors. The =0A= crash occurred as a result of the entire flight crew becoming =0A= preoccupied with a burnt-out landing gear indicator light and failing to=0A= notice the autopilot had inadvertently been disconnected. As a result=2C = =0A= the aircraft gradually lost altitude and eventually crashed while the =0A= flight crew was distracted with the indicator problem. [AT NIGHT] THIS RECENT LANCAIR ACCIDENT IS VERY SAD pilots=2C airframe=2C airplan= e ALL functioning at the time of loss. all capable of getting to the groun= d alive YOU GOTTA STAY FOCUSED i do not carry hull insurance on my IVP but would not hesitate to get mysel= f to the ground safely and damage the airplane. there are more airplanes=3B but=2C there ain't no more me In an airplane crisis=2C one has to accept that you are in a poor position = with diminished choices. the sooner you accept that=2C the longer you have = to deal with the reality. When i had a landing gear crisis=2C i actually thought of the mistakes of t= he Flight 401 crew. i looked down and switched to the fullest tank and turn= ed on the autopilot. NOW=2C i could focus on the proble= m. only two greens. i flew the Lancair to the ground=3B i flew the Lancair on the ground with t= wo wheels and finally i flew the Lancair to a stop. then i finished my flyi= ng by turning off the engine=2C fuel and electrical system. NOW=2C i could stop flying peter lancai I FLEW THE AIRPLANE TO THE GROUND AND FLEW THE AIRPLANE ON TWO WHEELS AND F= LEW THE PLANE TO A STOP ON TWO WHEELS. yea damage=2C so what !! From: rpastusek@htii.com To: lml@lancaironline.net Date: Thu=2C 27 Mar 2014 19:21:17 +0000 Subject: [LML] Lancair IV-PT Accident Report =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= Please note the following preliminary accident report for an IV-PT loss on = 8 March=2C 2014. Although we did not know any details of the accident at th= e time=2C I was asked to write the attached paper discussing the operating = principles of the=0A= Lancair IV landing gear system. Please find this paper attached for your i= nformation.=0A= =0A= Bob=0A= =0A= =0A= NTSB Identification:=0A= ERA14FA144 =0A= 14 CFR Part 91: General Aviation =0A= Accident occurred Saturday=2C March 08=2C 2014 in Hartsville=2C SC =0A= Aircraft: ROGERS GEORGE T LANCAIR IVP=2C registration: N724HP =0A= Injuries: 3 Fatal.=0A= This is preliminary information=2C subject to change=2C and may contain err= ors. Any errors in this report will be corrected when the final report has = been completed. NTSB investigators either traveled=0A= in support of this investigation or conducted a significant amount of inve= stigative work without any travel=2C and used data obtained from various so= urces to prepare this aircraft accident report.=0A= =0A= On March 8=2C 2014=2C about 1858 eastern standard time=2C an experimental a= mateur built Lancair IVP=2C N724HP=2C was substantially damaged after a los= s of control in Hartsville=2C South Carolina. The private pilot=2C and the = two pilot rated passengers were fatally injured.=0A= Visual meteorological conditions prevailed=2C and no flight plan was filed= for the local personal flight conducted under Title 14 Code of Federal Reg= ulations Part 91=2C which departed Darlington County Jetport (UDG)=2C Darli= ngton=2C South Carolina.=0A= =0A= =0A= According to witnesses=2C the private pilot had been having problems with t= he airplane's landing gear system and had been receiving a "Gear Unsafe" in= dication. Earlier on the day of the accident he was observed working on the= airplane and when queried by one=0A= of the witnesses=2C the pilot advised him that he was troubleshooting an e= lectrical problem. =0A= =0A= Later that day=2C the private pilot and one of the pilot rated passengers= =2C departed UDG=2C flew around the local area "for some time=2C" and then = landed at Hartsville Regional Airport (HVS)=2C Hartsville=2C 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 = returned to UDG. Sometime after returning to UDG=2C the private pilot took = off again=2C this time not only with the pilot rated passenger he had been = flying with earlier that day but=2C also=0A= with an additional pilot rated passenger. =0A= =0A= At approximately 1819=2C a relative of the private pilot received a text me= ssage asking him to come to HVS=2C as the landing gear would not come down.= Then at 1836 he received a second message to "Call 911." Around the time t= hat the private pilot sent the text=2C=0A= a witness observed the airplane pass by him numerous times during an appro= ximately 15 minute long period. The airplane was "low" to the ground. On th= e last pass=2C he could hear the airplane's engine running=2C and observed = the airplane fly across HVS about midfield=0A= at 600 to 700 feet above ground level=2C bank sharply to the left=2C pitch= up to about 25 degrees nose up=2C then descend rapidly in a nose high atti= tude until he lost sight of the airplane. Moments later=2C he heard the sou= nd of impact=2C and observed a large fire=0A= ball and smoke. =0A= =0A= Examination of the accident site revealed that the airplane had struck two = trees before making ground contact=2C and coming to rest next to a row of t= rees. Multiple pieces of wood were present on the ground which exhibited ev= idence of propeller strike marks. =0A= =0A= Examination of the wreckage revealed that it had been exposed to a =0A= postcrash fire and that there was no evidence of any =0A= preimpact structural failure. The wing flaps were in the up position=2C and= flight control continuity was established from the cockpit flight controls= =2C to the breaks in the system which showed evidence of tensile overload a= nd from the breaks in the system=2C=0A= to the mounting locations of the flight control surfaces.=20 =0A= =0A= Examination of the propeller revealed evidence of S-bending=2C leading edge= gouging=2C and=0A= chordwise scratching. Examination of the engine's single stage axial flow= =0A= propulsor utilizing a borescope revealed evidence of rotational scoring and= reverse bending on multiple turbine blades. =0A= =0A= Examination of the landing gear system revealed that the landing gear handl= e was in the down position however=2C the nose landing gear was in the "up"= position. The left and right main landing gear were partially extended=2C = and the left main landing gear leg was=0A= fractured into two pieces. Examination of the main landing gear doors indi= cated that the right main landing gear door was closed during the impact se= quence and the left main landing gear door was open during the impact seque= nce. Examination of the hydraulic=0A= reservoir revealed it was not full=2C and only contained about 10 tablespo= ons of hydraulic fluid. During the examination=2C no leaks were discovered = in the reservoir. =0A= =0A= 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=2C and which= would allow access to the main landing=0A= gear actuators=2C had been removed. Examination of the panel revealed scra= tch and pry marks on its topside=2C near one edge=2C and an open jackknife = was discovered on the floor in close proximity to the panel.=0A= =0A= Index for Mar2014 |=0A= Index of months=20 =0A= =0A= =0A= =0A= =0A= --=0A= For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html= = --_7ada0803-df1d-432f-b450-2ea9bf2edd28_ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
hi there

IT CAN HAPPEN TO PROFESSIONAL= S

1972
Eastern Air Lines Flight 401 was a Lockheed L-1011-1 Tristar jet that crashed into the Florida Everglades= =0A= at 11:42pm December 29=2C 1972=2C causing 101 fatalities (99 initial crash= =0A= fatalities=2C two died shortly afterward). There were 75 survivors. The =0A= crash occurred as a result of the entire flight crew becoming =0A= preoccupied with a burnt-out landing gear indicator light and failing to=0A= notice the autopilot had inadvertently been disconnected. As a result=2C = =0A= the aircraft gradually lost altitude and eventually crashed while the =0A= flight crew was distracted with the indicator problem. =3B [AT NIGHT]

THIS RECENT LANCAIR ACCIDENT IS VERY SAD
 =3B&nbs= p=3B =3B =3B =3B =3B =3B =3B =3B =3B = =3B =3B =3B =3B =3B =3B =3B =3B =3B =3B=  =3B =3B =3B =3B =3B =3B =3B =3B =3B&nb= sp=3B =3B =3B =3B =3B =3B =3B =3B =3B = =3B =3B =3B =3B =3B =3B =3B pilots=2C airframe= =2C airplane =3B ALL functioning at the time of loss. all capable of ge= tting to the ground alive
=
YO= U GOTTA STAY FOCUSED
i do not c= arry hull insurance on my IVP but would not hesitate to get myself to the g= round safely and damage the airplane.

 =3B&= nbsp=3B =3B =3B =3B =3B =3B there are more airplanes=3B but=2C there ain't no more me

In an airp= lane crisis=2C one has to accept that you are in a poor position with dimin= ished choices. the sooner you accept that=2C the longer you have to deal wi= th the reality.
When i had a landing gear crisi= s=2C i actually thought of the mistakes of the Flight 401 crew. i looked do= wn and switched to the fullest tank and turned on the autopilot.
 =3B =3B =3B =3B =3B&nb= sp=3B =3B =3B =3B =3B =3B =3B =3B =3B = =3B =3B =3B =3B =3B =3B =3B =3B =3B =3B=  =3B =3B =3B =3B =3B =3B =3B =3B =3B&nb= sp=3B =3B =3B =3B =3B =3B =3B NOW=2C i could focus = on the problem. on= ly two greens.
=
i flew the Lancair to the ground= =3B i flew the Lancair on the ground with two wheels and finally i flew the= Lancair to a stop. then i finished my flying by turning off the engine=2C = fuel and electrical system.
NOW=2C i could st= op flying

peter






lancai

I FLEW THE = AIRPLANE TO THE GROUND AND FLEW THE AIRPLANE ON TWO WHEELS AND FLEW THE PLA= NE TO A STOP ON TWO WHEELS.

yea damage=2C so what !!

From: rpastusek@htii.com
To: lml@lancaironline.net<= br>Date: Thu=2C 27 Mar 2014 19:21:17 +0000
Subject: [LML] Lancair IV-PT = Accident Report

=0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A=
=0A=

Please note the following preliminary accident re= port for an IV-PT loss on 8 March=2C 2014. Although we did not know any det= ails of the accident at the time=2C I was asked to write the attached paper= discussing the operating principles of the=0A= Lancair IV landing gear system. Please find this paper attached for your i= nformation.

=0A=

 =3B

=0A=

Bob

=0A=

 =3B

=0A=

 =3B

=0A=

N= TSB Identification:=0A= ERA14FA144
=0A= 14 CFR Part 91: General Aviation
=0A= Accident occurred Saturday=2C March 08=2C 2014 in Hartsville=2C SC
=0A= Aircraft: ROGERS GEORGE T LANCAIR IVP=2C registration: N724HP
=0A= Injuries: 3 Fatal.

=0A=

T= his is preliminary information=2C subject to change=2C and may contain erro= rs. Any errors in this report will be corrected when the final report has b= een completed. NTSB investigators either traveled=0A= in support of this investigation or conducted a significant amount of inve= stigative work without any travel=2C and used data obtained from various so= urces to prepare this aircraft accident report.

=0A=


=0A= On March 8=2C 2014=2C about 1858 eastern standard time=2C an experimental a= mateur built Lancair IVP=2C N724HP=2C was substantially damaged after a los= s of control in Hartsville=2C South Carolina. The private pilot=2C and the = two pilot rated passengers were fatally injured.=0A= Visual meteorological conditions prevailed=2C and no flight plan was filed= for the local personal flight conducted under Title 14 Code of Federal Reg= ulations Part 91=2C which departed Darlington County Jetport (UDG)=2C Darli= ngton=2C South Carolina.=0A=
=0A=
=0A= According to witnesses=2C the private pilot had been having problems with t= he airplane's landing gear system and had been receiving a "Gear Unsafe" in= dication. Earlier on the day of the accident he was observed working on the= airplane and when queried by one=0A= of the witnesses=2C the pilot advised him that he was troubleshooting an e= lectrical problem.
=0A=
=0A= Later that day=2C the private pilot and one of the pilot rated passengers= =2C departed UDG=2C flew around the local area "for some time=2C" and then = landed at Hartsville Regional Airport (HVS)=2C Hartsville=2C 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 = returned to UDG. Sometime after returning to UDG=2C the private pilot took = off again=2C this time not only with the pilot rated passenger he had been = flying with earlier that day but=2C also=0A= with an additional pilot rated passenger.
=0A=
=0A= At approximately 1819=2C a relative of the private pilot received a text me= ssage asking him to come to HVS=2C as the landing gear would not come down.= Then at 1836 he received a second message to "Call 911." Around the time t= hat the private pilot sent the text=2C=0A= a witness observed the airplane pass by him numerous times during an appro= ximately 15 minute long period. The airplane was "low" to the ground. On th= e last pass=2C he could hear the airplane's engine running=2C and observed = the airplane fly across HVS about midfield=0A= at 600 to 700 feet above ground level=2C bank sharply to the left=2C pitch= up to about 25 degrees nose up=2C then descend rapidly in a nose high atti= tude until he lost sight of the airplane. Moments later=2C he heard the sou= nd of impact=2C and observed a large fire=0A= ball and smoke.
=0A=
=0A= Examination of the accident site revealed that the airplane had struck two = trees before making ground contact=2C and coming to rest next to a row of t= rees. Multiple pieces of wood were present on the ground which exhibited ev= idence of propeller strike marks.
=0A=
=0A= Examination of the wreckage revealed that it had been exposed to a =0A= postcrash fire and that there was no evidence of any =0A= preimpact structural failure. The wing flaps were in the up position= =2C and flight control continuity was established from the cockpit flight c= ontrols=2C to the breaks in the system which showed evidence of tensile ove= rload and from the breaks in the system=2C=0A= to the mounting locations of the flight control surfaces.
=0A=
=0A= Examination of the propeller revealed evidence of S-bending=2C leading edge= gouging=2C and=0A= chordwise scratching. Examination of the e= ngine's single stage axial flow=0A= propulsor utilizing a borescope revealed evidence of rotational scoring and reverse = bending on multiple turbine blades.
=0A=
=0A= Examination of the landing gear system revealed that the landing gear handl= e was in the down position however=2C the nose landing gear was in the "up"= position. The left and right main landing gear were partially extended=2C = and the left main landing gear leg was=0A= fractured into two pieces. Examination of the main landing gear doors indi= cated that the right main landing gear door was closed during the impact se= quence and the left main landing gear door was open during the impact seque= nce. Examination of the hydraulic=0A= reservoir revealed it was not full=2C and only contained about 10 tablespo= ons of hydraulic fluid. During the examination=2C no leaks were discovered = in the reservoir.
=0A=
=0A= 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=2C and which= would allow access to the main landing=0A= gear actuators=2C had been removed. Examination of the panel revealed scra= tch and pry marks on its topside=2C near one edge=2C and an open jackknife = was discovered on the floor in close proximity to the panel.=0A=

=0A= Index for Mar2014 |=0A= = Index of months
=0A=

 =3B

=0A=
=0A= =0A= =0A=
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