X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 16 Dec 2012 11:15:31 -0500 Message-ID: X-Original-Return-Path: Received: from oproxy9.bluehost.com ([69.89.24.6] verified) by logan.com (CommuniGate Pro SMTP 6.0) with SMTP id 5952159 for lml@lancaironline.net; Sat, 15 Dec 2012 21:23:01 -0500 Received-SPF: neutral receiver=logan.com; client-ip=69.89.24.6; envelope-from=danny@n107sd.com Received: (qmail 6725 invoked by uid 0); 16 Dec 2012 02:22:24 -0000 Received: from unknown (HELO host295.hostmonster.com) (66.147.240.95) by oproxy9.bluehost.com with SMTP; 16 Dec 2012 02:22:24 -0000 Received: from [71.178.196.38] (port=1730 helo=DannyLaptop) by host295.hostmonster.com with esmtpa (Exim 4.76) (envelope-from ) id 1Tk3rz-0001JP-0p for lml@lancaironline.net; Sat, 15 Dec 2012 19:22:24 -0700 From: "Danny" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: RE: [LML] Getting back into the air X-Original-Date: Sat, 15 Dec 2012 21:22:17 -0500 X-Original-Message-ID: <006101cddb34$2cb98330$862c8990$@com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0062_01CDDB0A.43E37B30" X-Mailer: Microsoft Office Outlook 12.0 Thread-Index: Ac3a9dZAyLZPNZx0R522F6G3Br9QfgAPhnIg Content-Language: en-us X-Identified-User: {3234:host295.hostmonster.com:wunderwe:n107sd.com} {sentby:smtp auth 71.178.196.38 authed with danny@n107sd.com} This is a multi-part message in MIME format. ------=_NextPart_000_0062_01CDDB0A.43E37B30 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable John, I know this isn=92t the point of your inquiry but it needs to be pointed = out that Performance Engines are all OVERHAULED engines, NOT new. =20 Danny LNC2-360 N 38=B0 43' 25.7" W 77=B0 30' 38.6" Nothing is foolproof to a sufficiently talented fool. =20 From: John Barrett [mailto:jbarrett@carbinge.com]=20 Sent: Saturday, December 15, 2012 1:56 PM To: lml@lancaironline.net Subject: [LML] Getting back into the air =20 My Lancair IVP after 55 hours of total flight time is having an engine overhaul (it was a =93new engine=94 to start with from Performance = Engines =96 I=92ll tell that story later) and I expect to get the engine back from = Barrett in Tulsa in January or early February. It will take a while to get the engine back on =96 all the other upgrades and fixes completed, taxi = tests etc etc and so I expect to be ready to get airborne again in the spring or = early summer. =20 I have about 60 hours of personal IVP time =96 50 of them in my = airplane. I am hangared at 0S9, Port Townsend International Airport in Washington = State. =20 The advice I=92m looking for centers around the fact that our runway is = 3,000 feet long, certainly more than adequate for this airplane but not by a = lot. The first flight after reinstallation will be a test flight with several different concerns. =20 =20 1. Although I have much confidence in my decision to have Barrett overhaul the engine, it=92s still a break in flight and carries more = risk than normal for that first takeoff. 2. Because I am still a low time LIV driver and I will have had = almost 6 months of rust developing in my IVP skills, that will be a factor 3. Because the airport environment is not conducive to emergency landing after takeoff (trees and salt water at both ends) engine = problems during this takeoff would be problematic. =20 Port Angeles is about 6 or 7 minutes away in the IVP and has a nice long = and wide runway, so the plan is to head directly there and perform engine = break in over head that airport followed by several landings there prior to returning to home field. There is another runway at Sequim midway = between that is 4,000 ft long - it=92s narrow but could be a satisfactory = emergency strip if necessary. =20 Is there advice other than hiring another test pilot and/or buying time = in someone else=92s IVP that I should be planning for to lower risks in = this upcoming event? Any other concerns I should be thinking about I = haven=92t mentioned? =20 =20 =20 Regards, =20 John Barrett, CEO Leading Edge Composites PO Box 428 Port Hadlock, WA 98339 =20 www.carbinge.com =20 ------=_NextPart_000_0062_01CDDB0A.43E37B30 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

John,

I know this isn’t the point of = your inquiry but it needs to be pointed out that Performance Engines are = all OVERHAULED engines, NOT new.

 

Danny

=

LNC2-360<= /p>

N 38=B0 43' = 25.7"

W 77=B0 30' = 38.6"

Nothing is foolproof to a = sufficiently talented fool.

 

From: John Barrett = [mailto:jbarrett@carbinge.com]
Sent: Saturday, December 15, 2012 = 1:56 PM
To: = lml@lancaironline.net
Subject: [LML] Getting back into = the air

 

My Lancair IVP after 55 hours of total flight = time is having an engine overhaul (it was a “new engine” to = start with from Performance Engines – I’ll tell that story = later) and I expect to get the engine back from Barrett in Tulsa in = January or early February.  It will take a while to get the engine = back on – all the other upgrades and fixes completed, taxi tests = etc etc and so I expect to be ready to get airborne again in the spring = or early summer.

 

I have about 60 hours of personal IVP time = – 50 of them in my airplane.  I am hangared at 0S9, Port = Townsend International Airport in Washington State.  =

 

The advice I’m looking for centers = around the fact that our runway is 3,000 feet long, certainly more than = adequate for this airplane but not by a lot.  The first flight = after reinstallation will be a test flight with several different = concerns. 

 

1.       = Although I have much = confidence in my decision to have Barrett overhaul the engine, = it’s still a break in flight and carries more risk than normal for = that first takeoff.

2.       = Because I am still a low = time LIV driver and I will have had almost 6 months of rust developing = in my IVP skills, that will be a factor

3.       = Because the airport = environment is not conducive to emergency landing after takeoff (trees = and salt water at both ends) engine problems during this takeoff would = be problematic.

 

Port Angeles is about 6 or 7 minutes away in = the IVP and has a nice long and wide runway, so the plan is to head = directly there and perform engine break in over head that airport = followed by several landings there prior to returning to home = field.  There is another runway at Sequim midway between that is = 4,000 ft long -  it’s narrow but could be a satisfactory = emergency strip if necessary.

 

Is there advice other than hiring another = test pilot and/or buying time in someone else’s IVP that I should = be planning for to lower risks in this upcoming event?  Any other = concerns I should be thinking about I haven’t = mentioned?

 

 

 

Regards,

 

John Barrett, = CEO

Leading Edge = Composites

PO Box = 428

Port Hadlock, WA = 98339

 

www.carbinge.com

 

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