X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 21 Oct 2013 07:39:34 -0400 Message-ID: X-Original-Return-Path: Received: from col0-omc3-s7.col0.hotmail.com ([65.55.34.145] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTP id 6547253 for lml@lancaironline.net; Sat, 19 Oct 2013 12:11:10 -0400 Received-SPF: pass receiver=logan.com; client-ip=65.55.34.145; envelope-from=peterpawaviation@hotmail.com Received: from COL129-W41 ([65.55.34.137]) by col0-omc3-s7.col0.hotmail.com with Microsoft SMTPSVC(6.0.3790.4675); Sat, 19 Oct 2013 09:10:37 -0700 X-TMN: [PnxFRB+bfKos5JjHY8/3JJ4EzLT5A7qS] X-Originating-Email: [peterpawaviation@hotmail.com] X-Original-Message-ID: X-Original-Return-Path: peterpawaviation@hotmail.com Content-Type: multipart/alternative; boundary="_d63c473f-8e7f-4358-86f2-5f1fe9c33eb8_" From: PETER WILLIAMS X-Original-To: Subject: HOW TO KILL YOURSELF IN A LANCAIR X-Original-Date: Sat, 19 Oct 2013 12:10:37 -0400 Importance: Normal In-Reply-To: References: MIME-Version: 1.0 X-OriginalArrivalTime: 19 Oct 2013 16:10:37.0971 (UTC) FILETIME=[BFEA6630:01CECCE5] --_d63c473f-8e7f-4358-86f2-5f1fe9c33eb8_ Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable The Lancair 235 that crashed near Hudson=2C Ky.=2C on April 14=2C 2012=2C h= ad given its owner and pilot fair warning that something wasn=92t right. Ab= out two months before the accident=2C he began having trouble getting the e= lectrically operated landing gear to extend. A little trial and error led h= im to adopt the procedure of =93turning off all non-essential electrical eq= uipment=94 prior to gear extension=2C and then powering everything back up = after the gear were down and locked. On the morning of the accident=2C he= =92d flown 55 nautical miles from his base at Louisville to a breakfast fly= -in at Rough River State Park=2C only to find that the gear would not exten= d at all. Apparently reaching behind the seat to the battery box and =93jig= gling=94 the cables restored enough power to get the gear down. However=2C = he acknowledged to a friend that he=92d landed with the prop still at cruis= e rpm=2C as the electrically operated prop governor wouldn=92t work. Things only got worse after breakfast. The Lancair=92s electric starting al= so refused to cooperate=2C so the owner recruited help to hand-prop the eng= ine. Once it caught=2C he found that the prop still wouldn=92t come out of = the low-rpm setting=2C so he shut it down again=2C removed the battery=2C a= nd got a friend to fly him home to Louisville. After he borrowed a battery charger and charged two batteries=2C the same f= riend ferried him back to Rough River. He installed one battery=2C intendin= g to return to Louisville with the gear down. They planned to depart togeth= er=3B the Lancair owner said that if his radios stopped working=2C they=92d= continue as =93a flight of two=94 through Louisville International=92s air= space. It took him three tries to get his engine started=2C after which he = cycled the prop and was off the ground =93in six or seven seconds.=94 Witne= sses noticed fuel dripping from the right wingtip vent. Three or four minutes after takeoff=2C the Lancair pilot called to ask whet= her his friends were still on the frequency. The sound of the transmission = suggested he was using a handheld rather than the airplane=92s radios. He a= dvised that he=92d be landing in a field a mile or two south of the Brecken= ridge County Airport=2C and then said=2C =93I=92m going in hard.=94 His com= panions=2C perhaps five minutes behind in a Cessna 172=2C were unable to fi= nd the wreckage=2C so they landed at Breckenridge County. By the time they= =92d called 911=2C other witnesses had pinpointed the accident site. The pi= lot=92s body was in the wreckage=2C still holding his portable transceiver. Investigators found no discrepancies with the engine or flight controls. Ho= wever=2C the header tank and its filter and strainer contained no usable fu= el=2C while fuel was seen to have leaked from both wing tanks after impact.= They also found that the positive cable from the battery was corroded and = frayed at the connector to the master contactor=3B the contactor itself was= =93moist=94 and showed severe internal corrosion. It had been mounted on t= he bottom of the battery box=2C which displayed evidence of sulfuric acid l= eakage=3B =93no precautions had been taken to prevent liquid from running d= own the cable into the base of the connector.=94 The engine ignition system could function without electrical power=2C but t= he fuel system could not. The Lancair depended on electric transfer pumps t= o move fuel from the wing tanks to the header tank=2C something its pilot= =97who was not the airplane=92s builder=97probably didn=92t know when he de= cided to continue flying it with obvious electrical deficiencies. The heade= r tank was the only one that supplied the engine directly=2C so fuel starva= tion was the predictable consequence of a loss of electrical power=97while = the inability to retract the electro-hydraulically operated gear did nothin= g to improve glide performance after the engine quit. Systems knowledge is crucial to the go/no-go situation in any case=2C but t= he lack of standardization makes it especially critical for buyers of exper= imental aircraft. Later owners don=92t automatically inherit the builder=92= s intimate familiarity with all the design decisions that could have unexpe= cted implications. Operating these aircraft safely requires learning all th= eir quirks while maintaining a healthy respect for risks that haven=92t bee= n anticipated. From: colyncase@earthlink.net Date: Sat=2C 19 Oct 2013 00:02:42 -0400 To: lml@lancaironline.net Subject: [LML] Re: Oil Cooler That looks pretty serious Angier! On Oct 18=2C 2013=2C at 10:50 PM=2C Greenbacks=2C UnLtd. wrote:Steve=2C=20 Here you can see my oil cooler install at various stages=2Cbasically in at = lower right=2C through cooler mounted on the firewall and out lower left. Angier AmesN4ZQ Here you can see the complete installation=2C together with = the valve arm which connectsto the push/pull cable in the cockpit. Works ve= ry well. =20 =20 = --_d63c473f-8e7f-4358-86f2-5f1fe9c33eb8_ Content-Type: text/html; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable
The Lancair 235 that crashed nea= r Hudson=2C Ky.=2C on April 14=2C 2012=2C had given its owner and pilot fai= r warning that something wasn=92t right. About two months before the accide= nt=2C he began having trouble getting the electrically operated landing gea= r to extend. A little trial and error led him to adopt the procedure of =93= turning off all non-essential electrical equipment=94 prior to gear extensi= on=2C and then powering everything back up after the gear were down and loc= ked. On the morning of the accident=2C he=92d flown 55 nautical miles from = his base at Louisville to a breakfast fly-in at Rough River State Park=2C o= nly to find that the gear would not extend at all. Apparently reaching behi= nd the seat to the battery box and =93jiggling=94 the cables restored enoug= h power to get the gear down. However=2C he acknowledged to a friend that h= e=92d landed with the prop still at cruise rpm=2C as the electrically opera= ted prop governor wouldn=92t work.

Things only got worse after break= fast. The Lancair=92s electric starting also refused to cooperate=2C so the= owner recruited help to hand-prop the engine. Once it caught=2C he found t= hat the prop still wouldn=92t come out of the low-rpm setting=2C so he shut= it down again=2C removed the battery=2C and got a friend to fly him home t= o Louisville.

After he borrowed a battery charger and charged two ba= tteries=2C the same friend ferried him back to Rough River. He installed on= e battery=2C intending to return to Louisville with the gear down. They pla= nned to depart together=3B the Lancair owner said that if his radios stoppe= d working=2C they=92d continue as =93a flight of two=94 through Louisville = International=92s airspace. It took him three tries to get his engine start= ed=2C after which he cycled the prop and was off the ground =93in six or se= ven seconds.=94 Witnesses noticed fuel dripping from the right wingtip vent= .

Three or four minutes after takeoff=2C the Lancair pilot called to= ask whether his friends were still on the frequency. The sound of the tran= smission suggested he was using a handheld rather than the airplane=92s rad= ios. He advised that he=92d be landing in a field a mile or two south of th= e Breckenridge County Airport=2C and then said=2C =93I=92m going in hard.= =94 His companions=2C perhaps five minutes behind in a Cessna 172=2C were u= nable to find the wreckage=2C so they landed at Breckenridge County. By the= time they=92d called 911=2C other witnesses had pinpointed the accident si= te. The pilot=92s body was in the wreckage=2C still holding his portable tr= ansceiver.

Investigators found no discrepancies with the engine or f= light controls. However=2C the header tank and its filter and strainer cont= ained no usable fuel=2C while fuel was seen to have leaked from both wing t= anks after impact. They also found that the positive cable from the battery= was corroded and frayed at the connector to the master contactor=3B the co= ntactor itself was =93moist=94 and showed severe internal corrosion. It had= been mounted on the bottom of the battery box=2C which displayed evidence = of sulfuric acid leakage=3B =93no precautions had been taken to prevent liq= uid from running down the cable into the base of the connector.=94

T= he engine ignition system could function without electrical power=2C but th= e fuel system could not. The Lancair depended on electric transfer pumps to= move fuel from the wing tanks to the header tank=2C something its pilot=97= who was not the airplane=92s builder=97probably didn=92t know when he decid= ed to continue flying it with obvious electrical deficiencies. The header t= ank was the only one that supplied the engine directly=2C so fuel starvatio= n was the predictable consequence of a loss of electrical power=97while the= inability to retract the electro-hydraulically operated gear did nothing t= o improve glide performance after the engine quit.

Systems knowledge= is crucial to the go/no-go situation in any case=2C but the lack of standa= rdization makes it especially critical for buyers of experimental aircraft.= Later owners don=92t automatically inherit the builder=92s intimate famili= arity with all the design decisions that could have unexpected implications= . Operating these aircraft safely requires learning all their quirks while = maintaining a healthy respect for risks that haven=92t been anticipated.
From:=3B colyncase@earthlink.net
Date:=3B Sat=2C 19 Oct 2= 013 00:=3B02:=3B42 -0400
To:=3B lml@lancaironline.net
Subjec= t:=3B [LML] Re:=3B Oil Cooler

That looks pretty serious Angier= !

On Oct 18=2C 2013=2C at 10:=3B50 PM=2C Greenbacks=2C= UnLtd. wrote:=3B

Steve=2C =3B

Here you can see my oil cooler install at various stages=2C
<= div>basically in at lower right=2C through cooler mounted on the firewall a= nd out lower left.

Angier Ames
N4ZQ

<=3BIMG_0085.jpg>=3B

<=3BIMG_0006.jpg>=3B

 =3B

<=3BIMG= _0086.jpg>=3B

<=3BIMG_0001.j= pg>=3B

<= span><=3BIMG_0002.jpg>=3B

<= div style=3D"font:=3Bnormal normal normal 12px/normal Helvetica=3Bmin-he= ight:=3B14px=3B"><=3BIMG_0003.jpg>=3B

<=3BIMG_0004.jpg>=3B
 =3B
Her= e you can see the complete installation=2C together with the valve arm whic= h connects
to the push/pull cable in the cockpit. Works very well.<= /div>

<=3BIMG_0004_2.jpg>=3B

= <=3BIMG_0005.jpg>=3B

<= div style=3D"font:=3Bnormal normal normal 12px/normal Helvetica=3Bmin-he= ight:=3B14px=3B"><=3BIMG_0006_2.jpg>=3B

 =3B


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