X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 19 Dec 2007 21:23:49 -0500 Message-ID: X-Original-Return-Path: Received: from mta11.adelphia.net ([68.168.78.205] verified) by logan.com (CommuniGate Pro SMTP 5.2c1) with ESMTP id 2605664 for lml@lancaironline.net; Wed, 19 Dec 2007 14:42:50 -0500 Received-SPF: pass receiver=logan.com; client-ip=68.168.78.205; envelope-from=super_chipmunk@roadrunner.com Received: from Laptop ([74.75.176.139]) by mta11.adelphia.net (InterMail vM.6.01.05.02 201-2131-123-102-20050715) with SMTP id <20071219194208.RXGF29909.mta11.adelphia.net@Laptop> for ; Wed, 19 Dec 2007 14:42:08 -0500 X-Original-Message-ID: <674B29D668794CEAA14C4C89B186F130@Laptop> From: "Bill Wade" X-Original-To: "Lancair Mailing List" References: In-Reply-To: Subject: Re: [LML] Re: Skoppe lancair 4 pt X-Original-Date: Wed, 19 Dec 2007 14:42:08 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0024_01C8424D.54DE29E0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Windows Mail 6.0.6000.16480 X-MimeOLE: Produced By Microsoft MimeOLE V6.0.6000.16545 This is a multi-part message in MIME format. ------=_NextPart_000_0024_01C8424D.54DE29E0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I lost the alternator in IMC. I didn't notice when it actually occurred (= my bad) so I didn't know how much battery power/ time I might have left. Af= ter that I installed a dual battery/ dual master system as soon as I could = get the paperwork by the FAA. It only took a year... As a part of it I det= ermined the minimum operating voltage for all of the avionics and instrumen= ts and included that in the emergency instructions in the FMS. Some items d= rop out at relatively high voltage while others will keep going on much les= s. I plan to note the minimum voltages on the panel next to each unit.=20 I think if you're forced to operate on battery power alone monitoring vol= tage can give advance notice of failure for key items. I'm not sold on glas= s cockpits- maybe if I try one I won't want anything else. Until then I thi= nk that traditional, separate electric gyros, instruments and avionics have= an advantage in that they will fail individually. I also carry a Garmin 496, for the weather display and as backup navigati= on. -Bill Wade ----- Original Message ---- From: VTAILJEFF@aol.com=20 To: lml@lancaironline.net=20 Sent: Wednesday, December 19, 2007 10:50 AM Subject: [LML] Re: Skoppe lancair 4 pt in over 1000 hours flying the LIVP and Chelton combo I have had: 1. a total electrical failure (all screens go immediately dark-- not goo= d when you are IMC over Jackson Hole). Three mechanical peanut gauges bough= t 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 gau= ges 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 ent= ire Air Data and Engine display . One due to a TIT probe failure-- I was th= e beta tester there and the other was a short forward of the firewall comin= g in through the EAU taking the EAU out of the loop.=20 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 failur= e. 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.=20 Consider how you are going to fly the airplane with no electrical power o= r with every screen dark or so screwed up nothing electronic is usable. It = will happen-- and not in clear blue and 22.=20 Jeff (got the tee shirt) ---------------------------------------------------------------------------= --- See AOL's top rated recipes and easy ways to stay in shape for winter. ------=_NextPart_000_0024_01C8424D.54DE29E0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
  I lost the alternator in IMC. I didn't notice when it= =20 actually occurred (my bad) so I didn't know how much battery power/ time I = might=20 have left. After that I installed a dual battery/ dual master system a= s=20 soon as I could get the paperwork by the FAA. It only took a year...  = As a=20 part of it I determined the minimum operating voltage for all of the avioni= cs=20 and instruments and included that in the emergency=20 instructions in the FMS. Some items drop out at relatively high voltag= e=20 while others will keep going on much less. I plan to note the minimum volta= ges=20 on the panel next to each unit.
 
  I think if you're forced to operate on battery power= =20 alone monitoring voltage can give advance notice of failure for k= ey=20 items. I'm not sold on glass cockpits- maybe if I try one I won't want anyt= hing=20 else. Until then I think that traditional, separate electric gyros,=20 instruments and avionics have an advantage in that they will= fail=20 individually.
 
  I also carry a Garmin 496, for the weather display and as backu= p=20 navigation.   -Bill Wade
----- Original Message ----
Fro= m:=20 VTAILJEFF@aol.com
Sent: Wednesday, December 19, 2007= 10:50=20 AM
Subject: [LML] Re: Skoppe lancair = 4=20 pt

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 good when you are IMC over Jackson Hole). Three mechanical peanut gau= ges=20 bought me enough time to recover. I had tow alternators at the time but i= t was=20 a 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 t= he=20 mech gauges and TC helped sort things out. The AHRSA went back to=20 Crossbow.
 
3.  a heading failure with no EFIS announcements caused by too = much=20 steel near the AHRS (towbar). Don't place any steel within feet of your= =20 magnetic flux gate.
 
4. I have also had two occasions where a stray electron took down th= e=20 entire Air Data and Engine display . One due to a TIT probe failure-- I w= as=20 the beta tester there and the other was a short forward of the firewall c= oming=20 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=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 goi= ng to=20 diagnose a failure -- and not all are announced by the EFIS and how are y= ou=20 going to get home.
 
Consider how you are going to fly the airplane with no electrical po= wer=20 or with every screen dark or so screwed up nothing electronic is usable. = It=20 will happen-- and not in clear blue and 22.
 
Jeff
(got the tee shirt)



See AOL's top rated recipes and easy ways to stay in shape for=20 winter.
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