Return-Path: Sender: (Marvin Kaye) To: lml Date: Fri, 07 Jun 2002 01:26:39 -0400 Message-ID: X-Original-Return-Path: Received: from imo-d02.mx.aol.com ([205.188.157.34] verified) by logan.com (CommuniGate Pro SMTP 4.0b2) with ESMTP id 1285175 for lml@lancaironline.net; Thu, 06 Jun 2002 22:42:11 -0400 Received: from Sky2high@aol.com by imo-d02.mx.aol.com (mail_out_v32.5.) id q.8f.1d15beae (4568) for ; Thu, 6 Jun 2002 22:42:09 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <8f.1d15beae.2a317781@aol.com> X-Original-Date: Thu, 6 Jun 2002 22:42:09 EDT Subject: Re: [LML] Re: LNC2 Experimental Landing to be avoided. Blame O2, too. X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_8f.1d15beae.2a317781_boundary" X-Mailer: AOL 7.0 for Windows US sub 10509 --part1_8f.1d15beae.2a317781_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 6/6/2002 11:51:17 AM Central Daylight Time, marv@lancaironline.net writes: > FWIW, I do a GUMP every time I let go of the PTT while in the pattern or on > approach. Ed, Thanks for the procedure and the thoughts. I do GUMPS on downwind, base and final. So, what went wrong? Maybe there is a hint in the following. After leaving Oklahoma and entering the mountains, I was at 12,500 (Density Altitude 15,000) sucking O2 with a 93% reading on my NONIN. I stopped at Santa Fe for several hours to get out of the high winds and turbulence (2 pm - 6 pm). SAF is at 6300 feet with a DA of 8500 (I think it was 31 degrees C). I made the 1.5 hour flight to Sedona at 10,500 with a DA of 13000. Now, I've been in the air for 7 hours (Chicago to Sedona), awake for 15, and stupidly failing to use the O2 available from the cannula resting on the passenger seat. Since leaving home, I was recording flight/engine parameters (writing with my left hand) because I had finally balanced the inter-cylinder CHTs and EGTs and I was interested in performance on this trip. The writing from the beginning and also at the 1.25 hour point of the 2 hr flight from Ok to SAF were done with the usual clarity and detail, even during moderate turbulence. The writing done in turbulence .75 hours into the 1.5 hour flight SAF->SEZ (No O2) was large and child like in appearance. Was O2 deprivation a factor or was it the turbulence? I don't know since recovery is so quick, especially in lowering the plane's belly the last two feet onto the runway. I don't know since my deductive reasoning seemed to be working -- half-way during this leg, I noted that cyl #3 CHT was depressed and EGT was elevated. Five minutes and a recheck convinced me that I had a non-functioning plug in cyl #3 (fuel probably burning in the pipe). This was later confirmed when the cowling was removed and the bottom plug wire was hanging unconnected. I don't know why I never looked for three green. I will wire up the verbal gear warning available from my Angle Of Attack device. Scott Krueger --part1_8f.1d15beae.2a317781_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 6/6/2002 11:51:17 AM Central Daylight Time, marv@lancaironline.net writes:


FWIW, I do a GUMP every time I let go of the PTT while in the pattern or on
approach.


Ed,

Thanks for the procedure and the thoughts.  I do GUMPS on downwind, base and final.  So, what went wrong?  Maybe there is a hint in the following.  After leaving Oklahoma and entering the mountains, I was at 12,500 (Density Altitude 15,000) sucking O2 with a 93% reading on my NONIN.  I stopped at Santa Fe for several hours to get out of the high winds and turbulence (2 pm - 6 pm).  SAF is at 6300 feet with a DA of 8500 (I think it was 31 degrees C).  I made the 1.5 hour flight to Sedona at 10,500 with a DA of 13000.  Now, I've been in the air for 7 hours (Chicago to Sedona), awake for 15, and stupidly failing to use the O2 available from the cannula resting on the passenger seat. 

Since leaving home, I was recording flight/engine parameters (writing with my left hand) because I had finally balanced the inter-cylinder CHTs and EGTs and I was interested in performance on this trip.  The writing from the beginning and also at the 1.25 hour point of the 2 hr flight from Ok to SAF were done with the usual clarity and detail, even during moderate turbulence.  The writing done in turbulence .75 hours into the 1.5 hour flight SAF->SEZ (No O2) was large and child like in appearance.  Was O2 deprivation a factor or was it the turbulence? I don't know since recovery is so quick, especially in lowering the plane's belly the last two feet onto the runway.  I don't know since my deductive reasoning seemed to be working -- half-way during this leg, I noted that cyl #3 CHT was depressed and EGT was elevated.  Five minutes and a recheck convinced me that I had a non-functioning plug in cyl #3 (fuel probably burning in the pipe).  This was later confirmed when the cowling was removed and the bottom plug wire was hanging unconnected. 

I don't know why I never looked for three green.  I will wire up the verbal gear warning available from my Angle Of Attack device.

Scott Krueger --part1_8f.1d15beae.2a317781_boundary--