X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 14 Nov 2011 12:11:22 -0500 Message-ID: X-Original-Return-Path: Received: from imr-db02.mx.aol.com ([205.188.91.96] verified) by logan.com (CommuniGate Pro SMTP 5.4.2) with ESMTP id 5199066 for lml@lancaironline.net; Mon, 14 Nov 2011 08:13:53 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.91.96; envelope-from=vtailjeff@aol.com Received: from mtaout-da03.r1000.mx.aol.com (mtaout-da03.r1000.mx.aol.com [172.29.51.131]) by imr-db02.mx.aol.com (8.14.1/8.14.1) with ESMTP id pAEDD4OH014299 for ; Mon, 14 Nov 2011 08:13:09 -0500 Received: from [192.168.1.126] (24-107-65-42.dhcp.stls.mo.charter.com [24.107.65.42]) (using TLSv1 with cipher AES128-SHA (128/128 bits)) (No client certificate requested) by mtaout-da03.r1000.mx.aol.com (MUA/Third Party Client Interface) with ESMTPSA id 43632E000125; Mon, 14 Nov 2011 08:13:08 -0500 (EST) References: In-Reply-To: Mime-Version: 1.0 (iPad Mail 8L1) Content-Type: multipart/alternative; boundary=Apple-Mail-22--628195550 X-Original-Message-Id: <1DE87F66-4B99-4CEF-AF7F-FAB7A603717F@aol.com> Content-Transfer-Encoding: 7bit X-Mailer: iPad Mail (8L1) From: vtailjeff@aol.com Subject: Re: [LML] Re: What would you do..... X-Original-Date: Mon, 14 Nov 2011 07:13:05 -0600 X-Original-To: Lancair Mailing List x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:335603616:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d33834ec113e457a8 X-AOL-IP: 24.107.65.42 --Apple-Mail-22--628195550 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii I agree. Be proactive before he gets hurt or worse. Jeff Sent from my iPad On Nov 14, 2011, at 6:44 AM, Charley Brown wrote: > If it's that bad, and he's just about to (a) kill himself and (b) create a= nother spot on the aviation safety record, and someone responsible has alrea= dy 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 h= as insurance), and > 2. Notify the local FSDO. If the airplane is a flying emergency, they ca= n probably find something on a ramp check and then do a little negotiating t= o get the guy to bring it up to par or get rid of it. >=20 > On Nov 13, 2011, at 7:22 AM, Ronald STEVENS wrote: >=20 > 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. >=20 > I am not calling names, so in case he is a follower of the LML, he can tak= e your advices.=20 >=20 > This plane has tons of issues, as a matter of fact the Cfii told me that f= rom the last 11 flights he had, 10 had emergencies, like engine out, total l= oss of electrical power etc etc. >=20 > The plane has an OP technologies (old setup) avionics who is not working r= ight etc. >=20 > 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 t= o use the trim. >=20 > 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 a= nd than sell it.=20 >=20 > The CFII told me that he already told him this but that he was stubborn an= d doesn't want to sell..... >=20 > Now this is a next statistic waiting to happen and I really feel bad, so w= hat would you do? >=20 >=20 >=20 > Ronald (110 hours Lancair 4p, 1400 hours with other planes lol) >=20 > On Nov 11, 2011, at 2:31 PM, "Russell" wrote: >=20 >> =20 >> =20 >> 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 ou= t completely in the air to give you proper information. >> =20 >> 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 a= ccess through the access cover inside the cabin. Or easier said, almost in f= ront of the spar inner bolt. In that position we were receiving accurate tem= peratures and information. >> =20 >> Regards >> Russell Steiner >> Legacy N2AA >> G900 panel >=20 --Apple-Mail-22--628195550 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=utf-8
I agree. Be proactive before he gets hu= rt or worse.

Jeff

Sent from my iPad

On Nov 14, 2011, at 6:44 AM, Charley Brown <browncc1@verizon.net> wrote:

If it's that bad, and he's just about t= o (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 ti= me to be a rat:
1.  Notify his insurance company, if they can= be identified (and he even has insurance), and
2.  Notify th= e 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 g= uy to bring it up to par or get rid of it.

On Nov 13, 201= 1, 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 o= f the LML, he can take your advices. 

This pla= ne has tons of issues, as a matter of fact the Cfii told me that from the la= st 11 flights he had, 10 had emergencies, like engine out, total loss of ele= ctrical power etc etc.

The plane has an OP technolo= gies (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 ho= w 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 some= body like Charlie Kohler and than fix it and than sell it. 
<= br>
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 hou= rs with other planes lol)

On Nov 11, 2011, at 2:31 P= M, "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 pr= obe 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 a= ccess through the access cover inside the cabin. Or easier said, almost in f= ront of the spar inner bolt. In that position we were receiving accurate tem= peratures and information.

 <= /o:p>

Regards

Russell Steiner

Legacy N2AA=

G900 panel


= --Apple-Mail-22--628195550--