X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-oa0-f48.google.com ([209.85.219.48] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTPS id 6305327 for lml@lancaironline.net; Mon, 03 Jun 2013 18:10:38 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.219.48; envelope-from=billhogarty@gmail.com Received: by mail-oa0-f48.google.com with SMTP id i4so1357040oah.7 for ; Mon, 03 Jun 2013 15:10:02 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; bh=V24Px8sNtZN/mAwEYGhTx4wJ+M/8oHl4B08PdGuBetA=; b=RBN8o/mtlkK3Qo1/hC7vOmq+WlqVwuRJTVAWZy4Yqt14JHvJL56CsGGjx2+ARuimuK W6GctxUkBZv6QY5uv7LjMWFuNmYhSP/6npXtOvrH8+HP3qPRjUYPjTZYwnIbxdvMryJL eJRz/vuWRnruVOMaoaKylHP3oywVJnEx+4GNL3pfXLv0F9T0RIsZeWJO0nwC3dalUvJb PzLeJAT3utShLWu3BO5tMvGnAGOZbup6uVyqjT5ZOLnL5Y3gf5tlGdALXbwEKiAe6S0l dngFTveLAv05ty7OzaDfBw3ygwrEvwsVOdqU2ItiqILm9eLTkGxzgBJsjIcsBeCKDYpQ nzVw== MIME-Version: 1.0 X-Received: by 10.60.144.38 with SMTP id sj6mr11336216oeb.78.1370297402358; Mon, 03 Jun 2013 15:10:02 -0700 (PDT) Received: by 10.182.115.38 with HTTP; Mon, 3 Jun 2013 15:10:02 -0700 (PDT) In-Reply-To: References: Date: Mon, 3 Jun 2013 15:10:02 -0700 Message-ID: Subject: Re: [LML] ACCIDENT INFORMATION IS USEFUL From: "William A. Hogarty" To: Lancair Mailing List Content-Type: multipart/alternative; boundary=e89a8ff25600e7cf4604de4739d1 --e89a8ff25600e7cf4604de4739d1 Content-Type: text/plain; charset=ISO-8859-1 Peter: I talked to the owner of this plane shortly after the accident. He was aware of the problem and hired the ferry pilot to take the plane to have the problem fixed. Evidently there were two cells in the wing where the vent holes were not functioning and only one of them was found during the repair. The ferry pilot found the second one on the return trip. The problem with the inaccessible fuel control in the Lancair has been know for a long time and, like you, I opted for inertia reels in addition to the standard seat belts. Yes, it is a little cumbersome but that's the "belt and suspender" approach. Too bad we cant require training for new pilots and new owners. Regards, Bill Hogarty On Mon, Jun 3, 2013 at 11:25 AM, PETER WILLIAMS < peterpawaviation@hotmail.com> wrote: > ACCIDENT INFORMATION IS USEFUL > > While my 4P was being worked on a read about an accident. > > WHAT HAPPENED > > the pilot was ferrying the Lancair IV or IVP for the owner; he topped the > tanks and did his flight planning > He ran out of gas short of the intended airport and died in the emergency > landing. he should have had enough > fuel and the gages showed fuel available.(and we can assume that > according to fuel flow and time, he perceived that he still had fuel in the > tanks) > > his head hit the panel > > WHY > > during the build of the wings a passage between portions of a tank was not > open as per the plans; > it should have been. thus there was about 14 gallons that was not > available from that tank. > > the pilot had unhooked his shoulder belt to operate the fuel selector > switch mounted on the floor. > > THE PILOT > > was an experienced Lancair Pilot and an Airline pilot. Many hours and much > experience. > > MY SOLUTION > > 1. I had inertia reel shoulder belts installed in my plane prior to my > first flight in the plane > > 2. on the first long trip going south, we ran one tank dry > 2a. on the trip north we ran the other tank dry > 3. in both cases we carefully filled the tanks and learned how much fuel > the plane would hold and > that all the fuel was available to the engine. (not just in the tank) > i sat on one wing tip while we filled the last bit of fuel into the > wings. this usually yields an additional > 1.6 gallons in the tanks > > ERGO > > I now know that my plane can hold 109 gallons in the wing tanks; thus i > set my fuel Totalizator at 106 gallons. > > I am not likely ever to be as experienced as the pilot of this accident, > but i can use the information to insulate myself from the problems that > he encountered. > so this is how i have benefited from this accident report; sad that a > pilot was lost and sad for our community, a black mark on our airplanes > > FINALLY A SOBERING THOUGHT > > (the data is a little old, but significant none the less) > > as of Jan 2011 the following figures > Lancair 4, 4P & 4PT > > Flying airplanes 297 > Airplanes destroyed 56 > > that is 16% of the signed off airplanes being destroyed in a untimely > fashion. > > THE ANSWER > > Training, Training, Training > and reasonable limits of your flying > (for example: runway lengths, VFR ceiling & vis. requirements. Personal > IFR limits) > Annual proficiency flights with a LOBO instructor would be beneficial > > fly safe and never stop learning > > peter > > > > --e89a8ff25600e7cf4604de4739d1 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable
Peter:
=A0
I talked to the owner = of this plane shortly after the accident.=A0 He was aware of the problem an= d hired the ferry pilot to take the plane to have the problem fixed.=A0 Evi= dently there were two cells in the wing where the vent holes were not funct= ioning and only one of them was found during the repair.=A0 The ferry pilot= found the second one on the return trip.
=A0
The problem with the inaccessible fuel control in the La= ncair has been know for a long time and, like you, I opted for inertia reel= s in addition to the standard seat belts.=A0 Yes, it is a little cumbersome= but that's the "belt and suspender" approach.
=A0
Too bad we cant require training for new pilots and new = owners.
=A0
Regards, Bill Hogarty


On Mon, Jun 3, 2013 at = 11:25 AM, PETER WILLIAMS <peterpawaviation@hotmail.com><= /span> wrote:
ACCIDE= NT INFORMATION IS USEFUL

While my 4P was being worked on= a read about an accident.

WHAT HAPPENED

the pilot was ferryin= g the Lancair IV or IVP for the owner; he topped the tanks and did his flig= ht planning
He ran out of gas short of = the intended airport and died in the emergency landing. he should have had enough
fuel and the gages sh= owed fuel available.(= and we can assume that according to fuel flow and time, he perceived that h= e still had fuel in the tanks)

his head hit the panel

WHY


it should have been. = thus there was about 14 gallons that was not available from that tank.

the pilot had unhooke= d his shoulder belt to operate the fuel selector switch mounted on the floo= r.

THE PILOT

was an experienced Lancair Pilot and an Airline pilot. Many hours = and much experience.<= br>
MY SOLUTION

1.=A0 I had inertia r= eel shoulder belts installed in my plane prior to my first flight in the pl= ane

2. on the first long = trip going south, we ran one tank dry
2= a. on the trip north we ran the other tank dry
3. in both cases we c= arefully filled the tanks and learned how much fuel the plane would hold an= d
=A0=A0=A0=A0 that all the fuel was a= vailable to the engine. (not just in the tank)
=A0=A0=A0=A0 i sat on= one wing tip while we filled the last bit of fuel into the wings. this usu= ally yields an additional
=A0=A0=A0=A0= 1.6 gallons in the tanks

ERGO
<= /font>
I now know that my plane can hold 109 g= allons in the wing tanks; thus i set my fuel Totalizator at 106 gallons.

I am not likely ever to be as experien= ced as the pilot of this accident, but i can use the information to insulat= e myself from the pro= blems that he encountered.
so this is how i have benefited from this accident report; sad that a pilot= was lost and sad for our community,=A0 a black mark on our airplanes

FINALLY A SOBERING TH= OUGHT

(the data is a little old, but significant none th= e less)

as of Jan 2011 the following figures
Lancair 4, 4P & 4PT

Flying airplanes=A0=A0=A0=A0=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0=A0=A0 297
Airplan= es destroyed=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 56

that is 16% of the signed off airplane= s being destroyed in a untimely fashion.

THE ANSWER

Training, Training, T= raining
and reasonable limits of your f= lying
=A0(for example: runw= ay lengths, VFR ceiling & vis. requirements. Personal IFR limits)
Annual proficiency flig= hts with a LOBO instructor would be beneficial

fly safe and never stop learning

peter




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