X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 28 Mar 2014 12:08:01 -0400 Message-ID: X-Original-Return-Path: Received: from omr-m01.mx.aol.com ([64.12.143.75] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 6804042 for lml@lancaironline.net; Fri, 28 Mar 2014 11:39:41 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.143.75; envelope-from=vtailjeff@aol.com Received: from mtaomg-mbc01.mx.aol.com (mtaomg-mbc01.mx.aol.com [172.26.221.143]) by omr-m01.mx.aol.com (Outbound Mail Relay) with ESMTP id 8DB4370224124 for ; Fri, 28 Mar 2014 11:39:05 -0400 (EDT) Received: from core-mnd001c.r1000.mail.aol.com (core-mnd001.r1000.mail.aol.com [172.29.107.1]) by mtaomg-mbc01.mx.aol.com (OMAG/Core Interface) with ESMTP id 369A238000088 for ; Fri, 28 Mar 2014 11:39:05 -0400 (EDT) References: X-Original-To: lml@lancaironline.net Subject: Re: [LML] IV-PT Accident Report-STAY FOCUSED In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: vtailjeff@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8D118B2FC46CB21_227C_56E0_webmailstg-vd10.sysops.aol.com" X-Mailer: AOL Webmail 38466-STANDARD Received: from 12.110.229.82 by webmailstg-vd10.sysops.aol.com (149.174.190.114) with HTTP (WebMailUI); Fri, 28 Mar 2014 11:39:05 -0400 X-Original-Message-Id: <8D118B2FC2A3A89-227C-1694@webmailstg-vd10.sysops.aol.com> X-Originating-IP: [12.110.229.82] X-Original-Date: Fri, 28 Mar 2014 11:39:05 -0400 (EDT) x-aol-global-disposition: G x-aol-sid: 3039ac1add8f5335979945b6 This is a multi-part message in MIME format. ----------MB_8D118B2FC46CB21_227C_56E0_webmailstg-vd10.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="us-ascii" Peter, Well said! Jeff -----Original Message----- From: PETER WILLIAMS To: lml Sent: Fri, Mar 28, 2014 10:31 am Subject: [LML] IV-PT Accident Report-STAY FOCUSED 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 at 11:42pm December 29, 1972, causing 101 fa= talities (99 initial crash fatalities, two died shortly afterward). There w= ere 75 survivors. The crash occurred as a result of the entire flight crew = becoming preoccupied with a burnt-out landing gear indicator light and fail= ing to notice the autopilot had inadvertently been disconnected. As a resul= t, the aircraft gradually lost altitude and eventually crashed while the fl= ight crew was distracted with the indicator problem. [AT NIGHT] THIS RECENT LANCAIR ACCIDENT IS VERY SAD pilots, airframe, airplane A= LL functioning at the time of loss. all capable of getting to the ground al= ive 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; but, there ain't no more me In an airplane crisis, one has to accept that you are in a poor position wi= th diminished choices. the sooner you accept that, the longer you have to d= eal with the reality. When i had a landing gear crisis, i actually thought of the mistakes of the= Flight 401 crew. i looked down and switched to the fullest tank and turned= on the autopilot. NOW, i could focus on the problem.= only two greens. i flew the Lancair to the ground; 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, fuel and electrical system. NOW, 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, so what !! From: rpastusek@htii.com To: lml@lancaironline.net Date: Thu, 27 Mar 2014 19:21:17 +0000 Subject: [LML] Lancair IV-PT Accident Report 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 prin= ciples of the Lancair IV landing gear system. Please find this paper attach= ed 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 errors.= Any errors in this report will be corrected when the final report has been= completed. NTSB investigators either traveled in support of this investiga= tion or conducted a significant amount of investigative work without any tr= avel, 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 contr= ol in Hartsville, South Carolina. The private pilot, and the two pilot rate= d passengers were fatally injured. Visual meteorological conditions prevail= ed, and no flight plan was filed for the local personal flight conducted un= der 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" indi= cation. 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 tha= t he was troubleshooting an electrical problem. Later that day, the private pilot and one of the pilot rated passengers, de= parted 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 app= roximately 1610 took off alone and returned to UDG. Sometime after returnin= g to UDG, the private pilot took off again, this time not only with the pil= ot 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 mess= age asking him to come to HVS, as the landing gear would not come down. The= n 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 hi= m numerous times during an approximately 15 minute long period. The airplan= e was "low" to the ground. On the last pass, he could hear the airplane's e= ngine running, and observed the airplane fly across HVS about midfield at 6= 00 to 700 feet above ground level, bank sharply to the left, pitch up to ab= out 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 tre= es. Multiple pieces of wood were present on the ground which exhibited evid= ence of propeller strike marks. Examination of the wreckage revealed that it had been exposed to a postcras= h 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 wh= ich showed evidence of tensile overload and from the breaks in the system, = to the mounting locations of the flight control surfaces.=20 Examination of the propeller revealed evidence of S-bending, leading edge g= ouging, andchordwise scratching. Examination of the engine's single stage a= xial flowpropulsor utilizing a borescope revealed evidence of rotational sc= oring and reverse bending on multiple turbine blades. Examination of the landing gear system revealed that the landing gear handl= e 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 = the left main landing gear leg was fractured into two pieces. Examination o= f the main landing gear doors indicated that the right main landing gear do= or was closed during the impact sequence and the left main landing gear doo= r was open during the impact sequence. Examination of the hydraulic reservo= ir revealed it was not full, and only contained about 10 tablespoons of hyd= raulic fluid. During the examination, no leaks were discovered in the reser= voir. 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 w= ould allow access to the main landing gear actuators, had been removed. Exa= mination of the panel revealed scratch and pry marks on its topside, near o= ne edge, and an open jackknife was discovered on the floor in close proximi= ty to the panel. Index for Mar2014 |Index of months=20 =20 --For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.ht= ml =09=09 =09 =09=09 =20 ----------MB_8D118B2FC46CB21_227C_56E0_webmailstg-vd10.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="us-ascii"
Peter,
 
Well said!
 
Jeff
-----Original Message-----
From: PETER WILLIAMS <peterpawaviation@hotmail.com>
To: lml <lml@lancaironline.net>
Sent: Fri, Mar 28, 2014 10:31 am
Subject: [LML] IV-PT Accident Report-STAY FOCUSED

hi there

IT CAN HAPPEN TO PROFESSIONALS<= br>
1972
Eastern Air= Lines Flight 401 was a Lockh= eed L-1011-1 Tristar jet that crashed in= to the Florida Everglades at 11:42pm December 29, 1972, causing 101 fatalities (99 initial crash=20 fatalities, two died shortly afterward). There were 75 survivors. The=20 crash occurred as a result of the entire flight crew becoming=20 preoccupied with a burnt-out landing gear indicator light and failing to notice the autopilot had inadvertently been disconnected. As a result,=20 the aircraft gradually lost altitude and eventually crashed while the=20 flight crew was distracted with the indicator problem.  [AT NIGHT]

THIS RECENT LANCAIR ACCIDENT IS VERY SAD
       &n= bsp;            = ;            &n= bsp;            = ; pilots, airframe, airplane  ALL functioning at the time of loss. = all capable of getting to the ground alive

YOU GOTTA STAY FOCUSED
i do not carry hull in= surance on my IVP but would not hesitate to get myself to the ground safely= and damage the airplane.

     = ;   there are more airplanes; but, there = ain't no more me

In an airplane crisis, one ha= s to accept that you are in a poor position with diminished choices. the so= oner you accept that, the longer you have to deal with the reality.<= font color=3D"#ac193d" face=3D"Arial">

When i had a landing gear cri= sis, 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.
     = ;            &n= bsp;            = ;           NOW, i could = focus on the problem. only tw= o greens.

i flew the Lancair to the gro= und; i flew the Lancair on the ground with two wheels and finally i flew th= e Lancair to a stop. then i finished my flying by turning off the engine, f= uel and electrical system.
NOW, 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, so what !!

From: rp= astusek@htii.com
To: lml@lancaironline.net
Date: Thu, 27 Mar 2014 19:21:17 +0000
Subject: [LML] Lancair IV-PT Accident Report

Please note the following preliminary accident = report for an IV-PT loss on 8 March, 2014. Although we did not know any det= ails of the accident at the time, I was asked to write the attached paper d= iscussing the operating principles of the Lancair IV landing gear system. Please find this paper attached for your i= nformation.
 
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 inve= stigative work without any travel, and used data obtained from various sour= ces 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 contr= ol in Hartsville, South Carolina. The private pilot, and the two pilot rate= d passengers were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed f= or the local personal flight conducted under Title 14 Code of Federal Regul= ations 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" indi= cation. 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 ele= ctrical problem.

Later that day, the private pilot and one of the pilot rated passengers, de= parted 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 of= f again, this time not only with the pilot rated passenger he had been flyi= ng with earlier that day but, also with an additional pilot rated passenger.

At approximately 1819, a relative of the private pilot received a text mess= age asking him to come to HVS, as the landing gear would not come down. The= n 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 appro= ximately 15 minute long period. The airplane was "low" to the ground. On th= e 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 u= ntil he lost sight of the airplane. Moments later, he heard the sound of im= pact, 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 tre= es. Multiple pieces of wood were present on the ground which exhibited evid= ence 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 con= trols, to the breaks in the system which showed evidence of tensile overloa= d 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 g= ouging, and chordwise scratching. Examination of the e= ngine'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 handl= e 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 = the left main landing gear leg was 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 reservoir revealed it was not full, and only contained about 10 tablespoon= s of hydraulic fluid. During the examination, no leaks were discovered in t= he 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 w= ould allow access to the main landing gear actuators, had been removed. Examination of the panel revealed scratc= h and pry marks on its topside, near one edge, and an open jackknife was di= scovered on the floor in close proximity to the panel.
Index for Mar2014 | = Index of months
 

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