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 mtao03.charter.net ([209.225.8.188] verified) by logan.com (CommuniGate Pro SMTP 5.2c1) with ESMTP id 2605362 for lml@lancaironline.net; Wed, 19 Dec 2007 11:19:20 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.225.8.188; envelope-from=troneill@charter.net Received: from aarprv04.charter.net ([10.20.200.74]) by mtao03.charter.net (InterMail vM.7.08.02.00 201-2186-121-20061213) with ESMTP id <20071219161833.LKZH19023.mtao03.charter.net@aarprv04.charter.net> for ; Wed, 19 Dec 2007 11:18:33 -0500 Received: from axs ([75.132.198.100]) by aarprv04.charter.net with SMTP id <20071219161833.LECM17353.aarprv04.charter.net@axs> for ; Wed, 19 Dec 2007 11:18:33 -0500 X-Original-Message-ID: <009901c8425a$ce5de910$6501a8c0@axs> From: "terrence o'neill" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] Re: Skoppe lancair 4 pt X-Original-Date: Wed, 19 Dec 2007 10:18:35 -0600 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0096_01C84228.8395B250" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3138 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3198 X-Chzlrs: 0 This is a multi-part message in MIME format. ------=_NextPart_000_0096_01C84228.8395B250 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Jeff, Would a Garmin 396 GPS, running on its own battery, on flight panel, be = useful? Terrenced L235/320 N211AL ----- Original Message -----=20 From: VTAILJEFF@aol.com=20 To: lml@lancaironline.net=20 Sent: Wednesday, December 19, 2007 09:50 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 = 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.=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 = 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.=20 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.=20 Jeff (got the tee shirt) -------------------------------------------------------------------------= ----- See AOL's top rated recipes and easy ways to stay in shape for winter. ------=_NextPart_000_0096_01C84228.8395B250 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Jeff,
Would a Garmin 396 GPS, = running=20 on its own battery, on flight panel, be useful?
Terrenced
L235/320 N211AL
----- Original Message -----
From:=20 VTAILJEFF@aol.com
Sent: Wednesday, December 19, = 2007 09:50=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 = gauges=20 bought me enough time to recover. I had tow alternators at the time = but it 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 the=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 = the=20 entire Air Data and Engine display . One due to a TIT probe failure-- = I was=20 the beta tester there and the other was a short forward of the = firewall coming=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 = going 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=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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