X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 19 Dec 2007 10:50:13 -0500 Message-ID: X-Original-Return-Path: Received: from imo-m26.mx.aol.com ([64.12.137.7] verified) by logan.com (CommuniGate Pro SMTP 5.2c1) with ESMTP id 2605092 for lml@lancaironline.net; Wed, 19 Dec 2007 07:49:00 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.7; envelope-from=VTAILJEFF@aol.com Received: from VTAILJEFF@aol.com by imo-m26.mx.aol.com (mail_out_v38_r9.3.) id q.be5.1ff0e44c (30738) for ; Wed, 19 Dec 2007 07:47:58 -0500 (EST) From: VTAILJEFF@aol.com X-Original-Message-ID: X-Original-Date: Wed, 19 Dec 2007 07:47:57 EST Subject: Re: [LML] Re: Skoppe lancair 4 pt X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1198068477" X-Mailer: AOL 9.0 VR sub 5006 X-Spam-Flag: NO -------------------------------1198068477 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit in over 1000 hours flying the LIVP and Chelton combo I have had: 1. a total electrical failure (all screens go immediately dark-- not good when you are IMC over Jackson Hole). Three mechanical peanut gauges bought me enough time to recover. I had tow alternators at the time but it was a battery failure that took the entire system down. 2. an AHRS go bonzo without any EFIS cautions on an IMC flight creating some confusion as to what was happening. Comparing the EFIS to the mech gauges and TC helped sort things out. The AHRSA went back to Crossbow. 3. a heading failure with no EFIS announcements caused by too much steel near the AHRS (towbar). Don't place any steel within feet of your magnetic flux gate. 4. I have also had two occasions where a stray electron took down the entire Air Data and Engine display . One due to a TIT probe failure-- I was the beta tester there and the other was a short forward of the firewall coming in through the EAU taking the EAU out of the loop. Although IMC occupies only 10-15 % of my total flying-- it is during that time that the solo pilot can ill afford a primary system instrument failure. A robust backup system is in order. The days of having a vacuum failure fly the TC are over for most of us. Consider how you are going to diagnose a failure -- and not all are announced by the EFIS and how are you going to get home. Consider how you are going to fly the airplane with no electrical power or with every screen dark or so screwed up nothing electronic is usable. It will happen-- and not in clear blue and 22. Jeff (got the tee shirt) **************************************See AOL's top rated recipes (http://food.aol.com/top-rated-recipes?NCID=aoltop00030000000004) -------------------------------1198068477 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
in over 1000 hours flying the LIVP and Chelton combo I have had:
 
1.  a total electrical failure (all screens go immediately dark--=20= not=20 good when you are IMC over Jackson Hole). Three mechanical peanut gauges bou= ght=20 me enough time to recover. I had tow alternators at the time but it was a=20 battery failure that took the entire system down.
 
2.  an AHRS go bonzo without any EFIS cautions on an IMC flight=20 creating some confusion as to what was happening. Comparing the EFIS to the=20= mech=20 gauges and TC helped sort things out. The AHRSA went back to Crossbow.
 
3.  a heading failure with no EFIS announcements caused by too muc= h=20 steel near the AHRS (towbar). Don't place any steel within feet of your magn= etic=20 flux gate.
 
4. I have also had two occasions where a stray electron took down the=20 entire Air Data and Engine display . One due to a TIT probe failure-- I was=20= the=20 beta tester there and the other was a short forward of the firewall coming i= n=20 through the EAU taking the EAU out of the loop.
 
Although IMC occupies only 10-15 % of my total flying-- it is during th= at=20 time that the solo pilot can ill afford a primary system instrument=20 failure. A robust backup system is in order. The days of having a vacuum=20 failure fly the TC are over for most of us. Consider how you are going=20= to=20 diagnose a failure -- and not all are announced by the EFIS and how are you=20 going to get home.
 
Consider how you are going to fly the airplane with no electrical power= or=20 with every screen dark or so screwed up nothing electronic is usable. It wil= l=20 happen-- and not in clear blue and 22.
 
Jeff
(got the tee shirt)



S= ee AOL's top rated recipes and easy ways to stay in shape for winter.
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