X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 10 Feb 2009 13:32:24 -0500 Message-ID: X-Original-Return-Path: Received: from [69.146.254.20] (HELO arilabs.net) by logan.com (CommuniGate Pro SMTP 5.2.12) with ESMTP id 3486129 for lml@lancaironline.net; Tue, 10 Feb 2009 12:25:33 -0500 Received-SPF: none receiver=logan.com; client-ip=69.146.254.20; envelope-from=Kevin@arilabs.net Subject: RE: [LML] Accident Narrative X-Original-Date: Tue, 10 Feb 2009 10:24:54 -0700 X-Original-Message-ID: <7141427652BB3049A7DBF1084B67805B1E2F10@penumbra.arilabs.net> X-MS-Has-Attach: yes MIME-Version: 1.0 Content-Type: multipart/mixed; boundary="----_=_NextPart_001_01C98BA4.7D3B63A0" X-MS-TNEF-Correlator: Thread-Topic: [LML] Accident Narrative Thread-Index: AcmLQ1weFiRgB1IYQo2W1vLL9PkvTwAXvd0g Content-class: urn:content-classes:message From: "Kevin Stallard" X-MimeOLE: Produced By Microsoft Exchange V6.5 X-Original-To: "Lancair Mailing List" This is a multi-part message in MIME format. ------_=_NextPart_001_01C98BA4.7D3B63A0 Content-Type: multipart/alternative; boundary="----_=_NextPart_002_01C98BA4.7D3B63A0" ------_=_NextPart_002_01C98BA4.7D3B63A0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable =20 It doesn't make sense to me that an open canopy would cause a loss of lift on the tail of the Legacy. I wonder if we have someone who is talented enough to do an analysis. I wonder if this is significant enough for us to put some money in this. It may lead to a solution or even a better understanding of what happens in this situation, which could lead to better control in the face of this event. =20 I wonder if the way the Legacy canopy is hinged (it is different than the 360's) allows it to raise easier. =20 I'm still not convinced that this isn't controllable. I understand that David's experiences dictate otherwise, but I also know that pilot induced oscillations are not uncommon. I'm not trying to diminish David's expericne, I only want to fully understand what happened. =20 Kevin =20 ________________________________ From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Art Jensen Sent: 2009-02-09 22:50 To: lml@lancaironline.net Subject: [LML] Accident Narrative =20 =20 To help answer questions, I received this from the accident pilot. =09 =20 Art, =20 Sorry I have not talked to you sooner as I do feel the need to get out this information and have been dealing with the legal's of this whole situation. I am clipping the narrative that I sent to the FAA... You can forward to LOBO is you wish. I think the guy that was killed at Sun and Fun, with the canopy issues, may have had the same control problem. I had my hands full to get this thing close to the ground in a flying mode. Bill's suggestion for a big red light for the canopy latch would go a long way toward preventing this. =20 I believe that when the canopy was suck up far enough that it blanketed the tail causing the aircraft to pitch nose down, causing the closing of the canopy there in turn causing the elevator to become effective again which then allowed me to regain control and level again, which caused the canopy again to open, etc., etc.=20 =20 =20 Accident Narrative:=20 =20 After refueling at the Self Service fuel pump at Longmont Airport (KLMO) at around 5:30 pm, I taxied out the to run-up area for Runway 29 and did the run-up and take off check on N939CB a Lancair Legacy (LEG2). The take off proceeded normally until the point of rotation at which time the canopy popped open slightly. As the runway is short (4800') and I was full of fuel, I continued with the take off as I felt that try to abort was more dangerous than just going around and landing again. Without event, I climbed to pattern altitude, 1000 agl, and reduced power to prepare for landing. At that time, the canopy assumed a much more open position and started to oscillate up and down (6" to 12" motion) also causing the aircraft to be very difficult control in pitch (at least 6" stick movements where normal is 1" to 2"). I tried to resume the full power climb attitude again as I thought the change of attitude may have cause this, but this only exaggerated the situation. My concerns were the large oscillations of the canopy, my restricted forward visibility, and the violent pitch changes. I continued with the approach and tried to look out the side opening of the canopy to get my self in a position to land on Runway 29 and avoid any other property damage. I kept the airspeed at around 110 knots with significant power to maintain a much control as possible over the oscillations, but only remember trying to minimize them on final when I impacted the ground. =20 =20 =20 David Williams, Fahren Corporation david@fahrencorp.com =20 +1 303 324 3333 ________________________________ From: Art Jensen [mailto:flycassutts@yahoo.com]=20 Sent: Friday, February 06, 2009 6:49 PM To: David Williams Subject: Accident =20 David, =20 I am so sorry to hear the sad news of your accident, but I am also happy to hear that you received no injuries. I had hopes that we would get to do some flying together. =20 I know it may be hard, but would you mind sharing what happend. I am hopeful that I can learn from your misfortune, and I can prevent the same from happening to me. =20 Again, good to hear you were not injured. =20 Art =20 =20 ------_=_NextPart_002_01C98BA4.7D3B63A0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

 

It doesn’t make sense to me = that an open canopy would cause a loss of lift on the tail of the Legacy.  = I wonder if we have someone who is talented enough to do an = analysis.  I wonder if this is significant enough for us to put some money in this. =   It may lead to a solution or even a better understanding of what happens in = this situation, which could lead to better control in the face of this = event.

 

I wonder if the way the Legacy = canopy is hinged (it is different than the 360’s) allows it to raise = easier.

 

I’m still not convinced that = this isn’t controllable.  I understand that David’s = experiences dictate otherwise, but I also know that pilot induced oscillations are = not uncommon.  I’m not trying to diminish David’s = expericne, I only want to fully understand what = happened.

 

Kevin

 

From: = Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Art Jensen
Sent: 2009-02-09 = 22:50
To: = lml@lancaironline.net
Subject: [LML] Accident = Narrative

 

 

To help answer questions, I received this = from the accident pilot.


 

Art,

 

Sorry I have not talked to you sooner as I do feel the = need to get out this information and have been dealing with the legal’s = of this whole situation.  I am clipping the narrative that I sent to the FAA…  You can forward to LOBO is you wish.  I think = the guy that was killed at Sun and Fun, with the canopy issues, may have had = the same control problem.  I had my hands full to get this thing close to = the ground in a flying mode.  Bill’s suggestion for a big red = light for the canopy latch would go a long way toward preventing = this.

 

I believe that when the canopy was suck up far enough that = it blanketed the tail causing the aircraft to pitch nose down, causing = the closing of the canopy there in turn causing the elevator to become = effective again which then allowed me to regain control and level again, which = caused the canopy again to open, etc., etc.

 

 

Accident Narrative:

 

After refueling at the Self Service fuel pump at Longmont Airport (KLMO) at = around 5:30 pm, I taxied out the to run-up area for Runway 29 and did the = run-up and take off check on N939CB a Lancair Legacy (LEG2).  The take off proceeded normally until the point of rotation at which time the = canopy popped open slightly.  As the runway is short (4800’) and I = was full of fuel, I continued with the take off as I felt that try to = abort was more dangerous than just going around and landing again.  Without = event, I climbed to pattern altitude, 1000 agl, and reduced power to prepare = for landing.  At that time, the canopy assumed a much more open = position and started to oscillate up and down (6” to 12” motion) also = causing the aircraft to be very difficult control in pitch (at least 6” = stick movements where normal is 1” to 2”).  I tried to = resume the full power climb attitude again as I thought the change of attitude = may have cause this, but this only exaggerated the situation.  My concerns = were the large oscillations of the canopy, my restricted forward = visibility, and the violent pitch changes.  I continued with the approach and = tried to look out the side opening of the canopy to get my self in a position = to land on Runway 29 and avoid any other property damage.  I kept the = airspeed at around 110 knots with significant power to maintain a much control = as possible over the oscillations, but only remember trying to minimize = them on final when I impacted the ground.

 

 

 

David Williams,

Fahren Corporation

david@fahrencorp.com

+1 303 324 3333

From: Art Jensen [mailto:flycassutts@yahoo.com]
Sent: Friday, February = 06, 2009 6:49 PM
To: David Williams
Subject: = Accident

 

David,

 

I am so sorry to hear the sad news of your accident, but I am also = happy to hear that you received no injuries.  I had hopes that we would = get to do some flying together.

 

I know it may be hard, but would you mind sharing what happend.  = I am hopeful that I can learn from your misfortune, and I can prevent the = same from happening to me.

 

Again, good to hear you were not injured.

 

Art

 

 

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