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It was with great sadness that I read about Tony's accident. He was an
exemplary member of the Lancair community and we are all the poorer for his
passing. He is, and will be, missed.

When I first heard the news my immediate reaction was "How could this happen
to Tony?" After all he was a skilled and experienced pilot with more time in
type than all but a few. The answer is, of course, that experience and skill
do not buy you immunity from events that may conspire against you. If it can
happen to Tony, it can happen to YOU.

While it is true that it would be unwise to form a conclusion about the
cause of the accident based on the incomplete information now at hand, I do
believe that consideration and reflection on the events that transpired
prior to the accident offer insights that may help us all fly safer. Safer
flight, after all, was Tony's objective too.

In that spirit I would offer the following observations and comments, not to
form a conclusion but to expand what we may learn from this tragedy.

The missing 8 gallons. During the closeout of a pair of wings I was
assisting with, a lump of epoxy/flox dripped from the capstrip and occluded
the vent hole in the main spar just inboard of the 165 rib. This 1/4"
diameter hole vented the air from the D section of the wing. Months later,
when the fuel probes were being calibrated this wing came up 8 gallons
short.  A flexible 90 degree drill was used to open the vent and the
"missing" 8 gallons were found. That wing was then flushed with 100+ gallons
of fuel by filling the wing and then using the onboard electric pump to
drain the wing back into the fuel drum. The filter was then inspected and
the process repeated until the filter was clean on two consecutive
inspections. If this vent hole was too small or partially blocked then the
usable amount of fuel in the wing would uncertain. Having the fuel dripping
out of the vent does not mean that the wing is full of fuel. It may be full
of fuel and trapped air or that it is full of fuel but some of the fuel is
not available. In addition, that unused portion of the D section could hold
debris from the building process. Fuel could rinse it out and clog the
works.

Get-there-itis. Who among us hasn't allowed an ETA commitment sway a
go/no-go decision? Set your limits and then get the weather. Have a "Minimum
Equipment" list. Don't fly a plane with a known problem, the unknown ones
should be more than enough.

Save the plane. I am sure that the airport, only 2 miles away, was calling
like a Siren. In an emergency you should limit your commitments to things
you know you can accomplish. If you are not sure, don't try. As soon as you
have an emergency, consider the plane a total loss then pick the best option
for you, not you AND the plane.

Takeoffs are optional, landings aren't, so the next time you arrive late
because of waiting out weather or because you pulled of the cowling to
inspect  the engine when it didn't sound "right", take a moment and say
"Thanks Tony" and then thank yourself for making the right decision.

Regards
Brent Regan

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