X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 28 Mar 2014 13:28:10 -0400 Message-ID: X-Original-Return-Path: Received: from mail-ie0-f176.google.com ([209.85.223.176] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 6804110 for lml@lancaironline.net; Fri, 28 Mar 2014 12:25:13 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.223.176; envelope-from=toddlong1@gmail.com Received: by mail-ie0-f176.google.com with SMTP id rd18so5137465iec.35 for ; Fri, 28 Mar 2014 09:24:39 -0700 (PDT) X-Received: by 10.50.57.17 with SMTP id e17mr39177366igq.13.1396023879010; Fri, 28 Mar 2014 09:24:39 -0700 (PDT) X-Original-Return-Path: Received: from ?IPv6:2600:1014:b00b:f45c:a598:e607:e99:f04b? ([2600:1014:b00b:f45c:a598:e607:e99:f04b]) by mx.google.com with ESMTPSA id ai4sm5682841igd.3.2014.03.28.09.24.37 for (version=TLSv1 cipher=ECDHE-RSA-RC4-SHA bits=128/128); Fri, 28 Mar 2014 09:24:37 -0700 (PDT) From: Todd Long Content-Type: multipart/alternative; boundary=Apple-Mail-6388B43E-A4A6-4CE9-913E-826E5B957289 Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (1.0) Subject: Re: [LML] Re: Lancair IV-PT Accident Report X-Original-Message-Id: <3885B62F-3474-4058-AF48-ACAC8A31B12B@gmail.com> X-Original-Date: Fri, 28 Mar 2014 11:24:37 -0500 References: In-Reply-To: X-Original-To: Lancair Mailing List X-Mailer: iPhone Mail (11B651) --Apple-Mail-6388B43E-A4A6-4CE9-913E-826E5B957289 Content-Type: text/plain; charset=windows-1251 Content-Transfer-Encoding: quoted-printable Yes. That's what I'm asking. Being able to transfer to the wings and not ha= ve to draw off the belly tank was a very smart idea. Gear up is one thing. G= ear up fireball.....whole other league.=20 Sent from my iPhone > On Mar 28, 2014, at 10:28, vtailjeff@aol.com wrote: >=20 > Todd, > =20 > I presume you are asking if someone could make a gear up landing on one an= d not compromise the tank? > =20 > Jeff > -----Original Message----- > From: Robert R Pastusek > To: Lancair Mailing List > Sent: Fri, Mar 28, 2014 9:25 am > Subject: [LML] Re: Lancair IV-PT Accident Report >=20 > Todd, > Belly tanks to support the higher fuel consumption of the turbines, were a= builder add-on, and are all different. Some were better-engineered than oth= ers, but there is no standard for them. This, and the associated fuel system= plumbing for the turbine, are truly =93builder option.=94 > Bob > =20 > From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Tod= d Long > Sent: Friday, March 28, 2014 9:52 AM > To: lml@lancaironline.net > Subject: [LML] Re: Lancair IV-PT Accident Report > =20 > Since I am unfamiliar, what is the structural integrity of the belly tank d= uring a belly landing? The jets I fly all have structural keels to protect i= t during an incident.=20 >=20 > Sent from my iPhone >=20 > On Mar 28, 2014, at 7:28, Jeff Edwards wrote: > Wow!=20 >=20 > Sent from my iPad >=20 > On Mar 27, 2014, at 2:21 PM, Robert R Pastusek 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 t= ime, I was asked to write the attached paper discussing the operating princi= ples of the Lancair IV landing gear system. Please find this paper attached f= or 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 investigat= ion or conducted a significant amount of investigative work without any trav= el, and used data obtained from various sources to prepare this aircraft acc= ident report. >=20 > On March 8, 2014, about 1858 eastern standard time, an experimental amateu= r built Lancair IVP, N724HP, was substantially damaged after a loss of contr= ol 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 Cou= nty Jetport (UDG), Darlington, South Carolina.=20 >=20 > According to witnesses, the private pilot had been having problems with th= e 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 ai= rplane and when queried by one of the witnesses, the pilot advised him that h= e 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 mes= sage 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 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 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 evide= nce of propeller strike marks. >=20 > Examination of the wreckage revealed that it had been exposed to a postcra= sh fire and that there was no evidence of any preimpact structural failure. T= he wing flaps were in the up position, and flight control continuity was est= ablished 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 t= he mounting locations of the flight control surfaces.=20 >=20 > Examination of the propeller revealed evidence of S-bending, leading edge g= ouging, and chordwise scratching. Examination of the engine's single stage a= xial flow propulsor utilizing a borescope revealed evidence of rotational sc= oring and reverse bending on multiple turbine blades. >=20 > Examination of the landing gear system revealed that the landing gear hand= le 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 fo= r the right rear seat was displaced from its normal mounting position and an= access panel which was located beneath that mounting location, and which wo= uld allow access to the main landing gear actuators, had been removed. Exami= nation of the panel revealed scratch and pry marks on its topside, near one e= dge, and an open jackknife was discovered on the floor in close proximity to= the panel. > Index for Mar2014 | Index of months > =20 > > -- > For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.htm= l --Apple-Mail-6388B43E-A4A6-4CE9-913E-826E5B957289 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
Yes. That's what I'm asking. Being &nb= sp;able to transfer to the wings and not have to draw off the belly tank was= a very smart idea. Gear up is one thing. Gear up fireball.....whole other l= eague. 

Sent from my iPhone

On Mar 28, 2014, at 10= :28, vtailjeff@aol.com wrote:
Todd,
 
I presume you are asking if someone could make a gear up landin= g on one and not compromise the tank?
 
Jeff
= -----Original Message-----
From: Robert R Pastusek <rpastusek@= htii.com>
To: Lancair Mailing List <lml@la= ncaironline.net>
Sent: Fri, Mar 28, 2014 9:25 am
Subject: [LML] Re: Lancair IV-PT Accident Report

Todd= ,
Bell= y tanks to support the higher fuel consumption of the turbines, were a build= er add-on, and are all different. Some were better-engineered than others, but there i= s no standard for them. This, and the associated fuel system plumbing for th= e turbine, are truly =E2=80=9Cbuilder option.=E2=80=9D
Bob
&nbs= p;
From:= Lancair Mailing List [mailto:lml@lancairo= nline.net] On Behalf Of Todd Long
Sent: Friday, March 28, 2014 9:52 AM
To: lml@lancaironline.net
Subject: [LML] Re: Lancair IV-PT Accident Report
 
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
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 repo= rt for an IV-PT loss on 8 March, 2014. Although we did not know any details o= f the accident at the time, I was asked to write the attached paper discussi= ng the operating principles of the Lancair IV landing gear system. Please find this paper attached for your in= formation.
 
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 e= rrors in this report will be corrected when the final report has been comple= ted. NTSB investigators either traveled in support of this investigation or conducted a significant amount of inves= tigative work without any travel, and used data obtained from various source= s to prepare this aircraft accident report.

On March 8, 2014, about 1858 eastern standard time, an experimental amateur b= uilt Lancair IVP, N724HP, was substantially damaged after a loss of control i= n Hartsville, South Carolina. The private pilot, and the two pilot rated pas= sengers were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed fo= r the local personal flight conducted under Title 14 Code of Federal Regulat= ions Part 91, which departed Darlington County Jetport (UDG), Darlington, So= uth Carolina.

According to witnesses, the private pilot had been having problems with the a= irplane's landing gear system and had been receiving a "Gear Unsafe" indicat= ion. Earlier on the day of the accident he was observed working on the airpl= ane and when queried by one of the witnesses, the pilot advised him that he was troubleshooting an elec= trical problem.

Later that day, the private pilot and one of the pilot rated passengers, dep= arted UDG, flew around the local area "for some time," and then landed at Ha= rtsville Regional Airport (HVS), Hartsville, South Carolina. At 1510 the pri= vate pilot refueled the airplane with 50 gallons of fuel and then at approximately 1610 took off alone and r= eturned to UDG. Sometime after returning to UDG, the private pilot took off a= gain, this time not only with the pilot rated passenger he had been flying w= ith earlier that day but, also with an additional pilot rated passenger.

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

Examination of the accident site revealed that the airplane had struck two t= rees 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 evidenc= e 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. Th= e wing flaps were in the up position, and flight control continuity was esta= blished from the cockpit flight 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 fli= ght control surfaces.

Examination of the propeller revealed evidence of S-bending, leading edge go= uging, and chordwise scratching. Examination of the engine's single stage ax= ial flow propulsor utilizing a borescope revealed evidence of rotational sco= ring 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" pos= ition. 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 indic= ated that the right main landing gear door was closed during the impact sequ= ence 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 t= he right rear seat was displaced from its normal mounting position and an ac= cess 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 disc= overed on the floor in close proximity to the panel.
 
<Lancair IV Landing Gear Operation 3-2014.= docx>
= --Apple-Mail-6388B43E-A4A6-4CE9-913E-826E5B957289--