From: AVIDWIZ@aol.com
Message-ID: <24.152376f0.2861b6b7@aol.com>
Date: Wed, 20 Jun 2001 04:20:07 EDT
Subject: Followup  Information on the crash of Lancair IVP N424E
To: lancair.list@olsusa.com
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Gentlemen:
There has been additional information on 424E which supplements that which 
was posted earlier.   The revised/expanded information follows:

"A witness at KADH reported that 424E was fueled on a perfectly level ramp.
The fueling was supervised personally by the pilot.   After fueling, the FBO
fuel truck driver took the pilot's credit card to the office and returned
about 10-15 minutes later for the pilot's signature.  During that interval,
heating from the sun caused fuel to expand so that it was dripping from the
overflow vents, indicating that the tanks were completely full.  Twenty-four
and one-half gallons were added to the tanks.  The pilot reported that he
arrived in Ada, Oklahoma, after a flight from the east coast and a fuel stop
in Little Rock, Arkansas earlier that morning."

"The aircraft was inspected by engine experts in KADH who were trying to
determine why the engine was not producing full MP above FL230 which had
been an ongoing issue.They reported that they pressurized the induction
system and found small induction system leaks which they fixed prior to 
departure.  The small induction system leaks were not airworthiness items, 
and were less significant than other induction system leaks which they often 
observe in turbocharged aircraft in their facility for routine maintenance.   
They reported that otherwise the engine appeared to be performing normally.   
The pilot made a passing observation that he had noticed over the last couple 
of flights a problem with fuel flow when the low boost pump was not engaged.  
 There was a discussion of the
possible causes for this, including the possibility that the fuel line
between the electric driven pump and the engine driven pump had developed a
small air leak.  There was a discussion about taking the aircraft for a test
flight, but the pilot had a schedule that required him to be in California
that night, and he needed to proceed with the trip west.   The pilot was
present for and participated in all of the troubleshooting and correction of
the minor induction leaks, and he personally supervised and helped with the
re-cowling of the engine."
"The pilot typically flew with power settings of 2400 RPM and 29-30 in MP in
cruise.In 424E these power settings at FL200 would have resulted in a speed of 255 - 260 KTAS with a fuel burn of 19 - 20 GPH.From a slightly different perspective, the engine expert at KADH
said he discussed the subject of fuel burn with the pilot of N424E during lunch
conversation earlier on the day of the fatal crash.He said his experience 
with similar TSIO-550 engines operated in the manner as described by the
pilot of N424E suggests that the engine would have consumed between 17 to 
19 GPH at cruise.  Some additional fuel would have been burned in the climb,
for an estimated fuel burn of between 64 and 72 gallons during the 3 hour 
13 minute flight."


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