If it's that bad, and he's just about to (a) kill himself and (b) create another spot on the aviation safety record, and someone responsible has already tried to reason with him, then it's time to be a rat:

1.  Notify his insurance company, if they can be identified (and he even has insurance), and

2.  Notify the local FSDO.  If the airplane is a flying emergency, they can probably find something on a ramp check and then do a little negotiating to get the guy to bring it up to par or get rid of it.

On Nov 13, 2011, at 7:22 AM, Ronald STEVENS wrote:

Today I spoke with a CFII who was asking me for help regarding an issue he has with a pilot who owns a Lancair 4p.

I am not calling names, so in case he is a follower of the LML, he can take your advices. 

This plane has tons of issues, as a matter of fact the Cfii told me that from the last 11 flights he had, 10 had emergencies, like engine out, total loss of electrical power etc etc.

The plane has an OP technologies (old setup) avionics who is not working right etc.

Above all this the owner is a low time pilot, and according to the CFII he is flying the plane with 2 hands on the stick because he doesn't know how to use the trim.

So when I was hearing this I was shocked and told him that he should first get the plane checked out by somebody like Charlie Kohler and than fix it and than sell it. 

The CFII told me that he already told him this but that he was stubborn and doesn't want to sell.....

Now this is a next statistic waiting to happen and I really feel bad, so what would you do?

Ronald (110 hours Lancair 4p, 1400 hours with other planes lol)

On Nov 11, 2011, at 2:31 PM, "Russell" <n2aa@att.net> wrote:

 

 

Originally I tried to be clever with installing mine in the copilots naca vent. This did not work, we got erroneous numbers. The probe needs to be out completely in the air to give you proper information.

 

Mine is now installed on my legacy on the bottom side of the stub wing in front of the spar about 6 inches away from the fuselage. This gave me easy access through the access cover inside the cabin. Or easier said, almost in front of the spar inner bolt. In that position we were receiving accurate temperatures and information.

 

Regards

Russell Steiner

Legacy N2AA

G900 panel