Message-ID: <3AE6C69F.F434259C@regandesigns.com>
Date: Wed, 25 Apr 2001 07:44:15 -0500
From: Brent Regan <Brent@regandesigns.com>
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To: Lancair List <lancair.list@olsusa.com>
Subject: Re: MAYDAY Lancair IV-P Engine Failure @ FL 250
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Reading Dave's account of his flame out caused me to have a "bad acid flash
back". Two years ago Hamid Wasti and I were flying from Centennial (Denver)
to California. About 40 minutes into the flight, just after we were cleared
from FL260 to FL280, there was a loud pop then silence. I stabilized the
airplane and ran the checklist. I informed Center that we were declaring an
emergency and that I would need vectors to the nearest airport. We were
right between Eagle and Aspen so we flipped a coin and took Eagle. Center
also informed us that we would loose radar below 12,000 due to terrain.

By this time our situation was reasonably serious. We were hard IFR with
turbulence and icing, no engine, about to attempt an IFR approach into an
unfamiliar airport that was 8,000 feet BELOW MEA. All we needed would be for
night to fall and have an electrical failure for this to be a "perfect
storm". I focused on keeping the airplane level and flying in the right
direction and Hamid monitored the moving map I had built for the plane.
Below us the clouds terminated in the cumulous granite of the Front Range.
Odds were that we were about to do the same.

At about 12,000 feet the up till that day trusty Lycoming started to cough
and I was able to get a restart, albeit at reduced power and rough. I'll
take it! moments later Hamid spotted Eagle through a break in the clouds. A
three G turn while deploying the speed brakes put us through the hole. We
contacted Eagle tower and were informed that there was a helicopter in the
pattern. "Tell him to get out of the way!" I was in no mood to be nice.

After what we had been through it was a relief to do a partial dead stick
landing in light rain to an unfamiliar high altitude field. We made it!

The lineman gave us a ride into town where I procured 6 inches of radiator
hose, four hose clamps and some glue to fix the cracked induction tube. Less
than an hour later we were back in the air making a 40 mile detour to stay
VFR. I had my fill of IMC for the day.

Training Practice Training Practice (repeat)

Regards
Brent Regan

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