X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 10 [X] Return-Path: Sender: To: lml Date: Mon, 27 Nov 2006 19:35:20 -0500 Message-ID: X-Original-Return-Path: Received: from web62506.mail.re1.yahoo.com ([69.147.75.98] verified) by logan.com (CommuniGate Pro SMTP 5.1.3) with SMTP id 1613129 for lml@lancaironline.net; Mon, 27 Nov 2006 13:49:32 -0500 Received-SPF: none receiver=logan.com; client-ip=69.147.75.98; envelope-from=charliekohler@yahoo.com Received: (qmail 26270 invoked by uid 60001); 27 Nov 2006 18:49:06 -0000 DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=Message-ID:Received:Date:From:Subject:To:MIME-Version:Content-Type; b=J0VMMSHe8pKMBm20KAqeeByYPsxJgJF04JCKmPBD7gSOWq5C1HCjiESMdv3ZZ8yIKmy6ryEWxrWaTJ52N5rxjabIIA8yuCxkopmlixyZ8IbkYhN6a+5XgdAK++CO4TWH4vmE6yBD/is9R37QuIY9hbvjCPVmBbbmyOgrlSofwao= ; X-Original-Message-ID: <20061127184905.26268.qmail@web62506.mail.re1.yahoo.com> Received: from [68.202.91.185] by web62506.mail.re1.yahoo.com via HTTP; Mon, 27 Nov 2006 10:49:05 PST X-Original-Date: Mon, 27 Nov 2006 10:49:05 -0800 (PST) From: Charlie Kohler Subject: Hard over Ailerons X-Original-To: LancairList MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1458572300-1164653345=:24155" --0-1458572300-1164653345=:24155 Content-Type: text/plain; charset=ascii Content-Transfer-Encoding: quoted-printable Just when I thought I'd seen it all.----or----another item to add to your p= hase 1 memory items for instantaneous action.=0ARecently I was ferrying an = airplane (not Dairy Queen) from Oregon to Florida. At 17,500 feet I was hav= ing difficulty with ailerons when suddenly a hard over aileron occurred. I = countered with both hands and all the strength I could muster. It was not e= nough. I glanced down -and located the pressurization supply air cable. And= with one hand-- released momentarily to pull the valve to the out/off posi= tion. As pressurization went away the ailerons became controllable although= now I had a excessive nose up attitude. As I pulled power off I noticed th= at elevator trim was now in the full up position and discovered that I had = inadvertently (with my two hand approach to the stick) pressed the nose up = trim button. (Is this a good reason for a safety switch on the trims?? ) = =0A It took a few moments to sort things out but gradually things got back = under control and I descended down to 9500 feet.=0A=0AGot it figured out? A= s our IV P's are aging, we have to consider the aging effect on items such = as silicone boots in the pressurization system.=0AWhile the problem with th= e ailerons was bad enough, can you imagine what would've happened to a elev= ator boot blow out which gave full down elevator at 200 kts indicated at 24= ,000 feet?? Or 10,000 feet.?=0AA better response to my situation would have= been to turn off the door seal allowing it to deflate and releasing pressu= re on the boot. Quicker.=0A=0A On the airplane in question we have remove= d the boots and put the new seal system which will prevent this sort of thi= ng from happening again. It would be a good idea to also do this for the el= evators also.=0A=0A =0ACharlie K. --0-1458572300-1164653345=:24155 Content-Type: text/html; charset=ascii Content-Transfer-Encoding: quoted-printable
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Just when I thought I'd se= en it all.----or----another item to add to your phase 1 memory items for in= stantaneous action.

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Recently I was ferrying an airplane (not Dairy= Queen) from Oregon to Florida. At 17,500 feet I was having difficulty with= ailerons when suddenly a hard over aileron occurred. I countered with both= hands and all the strength I could muster. It was not enough. I glanced do= wn -and located the pressurization supply air cable. And with one hand-- re= leased momentarily to pull the valve to the out/off position. As pressuriza= tion went away the ailerons became controllable although now I had a excess= ive nose up attitude. As I pulled power off I noticed that elevator trim wa= s now in the full up position and discovered that I had inadvertently (with= my two hand approach to the stick) pressed the nose up trim button. (Is th= is a good reason for a safety switch on the trims?? )

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 It to= ok a few moments to sort things out but gradually things got back under con= trol and I descended down to 9500 feet.

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Got it fig= ured out? As our IV P's are aging, we have to consider the aging effect on = items such as silicone boots in the pressurization system.

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While t= he problem with the ailerons was bad enough, can you imagine what would've = happened to a elevator boot blow out which gave full down elevator at 200 k= ts indicated at 24,000 feet?? Or 10,000 feet.?

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A better response t= o my situation would have been to turn off the door seal allowing it to def= late and releasing pressure on the boot.  Quicker.

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  On the airplane in question we have removed the boots and put = the new seal system which will prevent this sort of thing from happening ag= ain. It would be a good idea to also do this for the elevators also.


 
Charlie K.=0A
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