Return-Path: Sender: (Marvin Kaye) To: lml Date: Fri, 01 Nov 2002 10:12:02 -0500 Message-ID: X-Original-Return-Path: Received: from news.vallnet.com ([206.25.206.4] verified) by logan.com (CommuniGate Pro SMTP 4.0) with ESMTP id 1850281 for lml@lancaironline.net; Fri, 01 Nov 2002 08:32:19 -0500 Received: from nemisis.vallnet.com ([206.25.206.1]) by news.vallnet.com with esmtp (Exim 3.36 #1) id 187buH-0003d0-00; Fri, 01 Nov 2002 07:32:13 -0600 Received: from au.helix.bw.vallnet.com ([208.147.202.165] helo=garywolf.vallnet.com) by nemisis.vallnet.com with esmtp (Exim 3.36 #1) id 187bu7-0000wN-00; Fri, 01 Nov 2002 07:32:04 -0600 X-Original-Message-Id: <5.1.0.14.2.20021101070602.00c7fc30@mail.vallnet.com> X-Sender: gwolf@mail.vallnet.com X-Mailer: QUALCOMM Windows Eudora Version 5.1 X-Original-Date: Fri, 01 Nov 2002 07:31:51 -0600 X-Original-To: (Lancair Mailing List) From: Gary Wolf Subject: Re: More information on V-8 crash Mime-Version: 1.0 Content-Type: multipart/alternative; boundary="=====================_32421880==_.ALT" X-Scanner: exiscan *187bu7-0000wN-00*40BwLLwde/g* (VALLEY INTERNET LLC FAYETTEVILLE, TN USA) --=====================_32421880==_.ALT Content-Type: text/plain; charset="us-ascii"; format=flowed >The weather reported by the FAA says it was 2000 foot overcast and 10 miles >visibility-- not zero/ zero. As I posted before, I apologize if in error. According to eyewitnesses, they broke out at about 1000 ft. Something I discovered about reported weather (and I assume it was the AWOS) is "the man in the can" is not always accurate. We have a rule of thumb here at LUG to subtract the airport elevation (700') from the ceiling report. Yesterday it was reporting 3200' AGL, and I was skimming the bases at an altitude of 2800' MSL. That's an 1100 foot error. Those of you at home fields with AWOS might want to check the accuracy of it's reports. Remember this when shooting an approach...be prepared for the missed at all times. >So, if I understand it correctly, the EPS V8, which is electrically >dependent, only has one alternator? All that technology, and only one >alternator? I don't get it. The current configuration has 2 pulleys and a vacuum pad. The buyer has the option of putting whatever (alternator, a/c compressor or vacuum pump) on any of these. Two batteries (I have twin 33AH SLAs) is standard. The point in this unfortunate event was the pilot had neither a voltmeter or ammeter to monitor the 14V charging system, as well as knowledge that the system was NOT charging. The BIG PICTURE to walk away with from this incident can best be summarized by the beginning of an article by Gary VanRemortel: AIRCRAFT SYSTEMS DESIGN 06/13/97 Gary VanRemortel (vanremog@aol.com) Purpose: When establishing aircraft system complexity, the builder must carefully consider the aircraft mission. The following statements relating to subsystems selection are generally true but may require that additional factors, unique to your situation, be considered prior to implementation. A reliable well equipped amateur built aircraft will be a successful integration of all of its various fallible subsystems, each one being the simplest approach capable of serving the designated function. Consider: Parts not installed never fail and weigh nothing, however, all parts which perform critical functions in systems necessary for the safe completion of flight should have some form of safety back-up for failure recovery and a way of promptly notifying the pilot of primary system failure. Nuckolls' Laws: (1) "Things break". (2) "Systems shall be designed such that when things do break, no immediate hazard is created". (3) "Things necessary for comfortable completion of flight require backup". (4) "Upgrading the quality, reliability, longevity or capability of a part should be because you are tired of replacing it, not because it nearly got you killed". FLY SAFELY - AND LOOK IN THE MIRROR TO SEE WHO HAS THE PRIMARY RESPONSIBILITY FOR THAT SAFETY. Gary Wolf N220GW - 14 hours and still working on the fine tuning.... --=====================_32421880==_.ALT Content-Type: text/html; charset="us-ascii"
The weather reported by the FAA says it was 2000 foot overcast and 10 miles
visibility-- not zero/ zero.

As I posted before, I apologize if in error. According to eyewitnesses, they broke out at about 1000 ft.  Something I discovered about reported weather (and I assume it was the AWOS) is "the man in the can" is not always accurate.  We have a rule of thumb here at LUG to subtract the airport elevation (700') from the ceiling report.  Yesterday it was reporting 3200' AGL, and I was skimming the bases at an altitude of 2800' MSL.  That's an 1100 foot error. Those of you at home fields with AWOS might want to check the accuracy of it's reports.  Remember this when shooting an approach...be prepared for the missed at all times.

So, if I understand it correctly, the EPS V8, which is electrically
dependent, only has one alternator?  All that technology, and only one
alternator?  I don't get it.

The current configuration has 2 pulleys and a vacuum pad.  The buyer has the option of putting whatever (alternator, a/c compressor or vacuum pump) on any of these.  Two batteries (I have twin 33AH SLAs) is standard.  The point in this unfortunate event was the pilot had neither a voltmeter or ammeter to monitor the 14V charging system, as well as knowledge that the system was NOT charging.

The BIG PICTURE to walk away with from this incident can best be summarized by the beginning of an article by Gary VanRemortel:
AIRCRAFT SYSTEMS DESIGN 06/13/97 Gary VanRemortel (vanremog@aol.com)

Purpose:        When establishing aircraft system complexity, the builder must carefully consider the aircraft mission.  The following statements relating to subsystems selection are generally true but may require that additional factors, unique to your situation, be considered prior to implementation.  A reliable well equipped amateur built aircraft will be a successful integration of all of its various fallible subsystems, each one being the simplest approach capable of serving the designated function.

Consider:       Parts not installed never fail and weigh nothing, however, all parts which perform critical functions in systems necessary for the safe completion of flight should have some form of safety back-up for failure recovery and a way of promptly notifying the pilot of primary system failure.

Nuckolls’ Laws:
        (1) “Things break”.
        (2) “Systems shall be designed such that when things do break, no immediate hazard is created”.
        (3) “Things necessary for comfortable completion of flight require backup”.
        (4) “Upgrading the quality, reliability, longevity or capability of a part should be because you are tired of replacing it, not because it nearly got you killed”.
FLY SAFELY - AND LOOK IN THE MIRROR TO SEE WHO HAS THE PRIMARY RESPONSIBILITY FOR THAT SAFETY.

Gary Wolf
N220GW - 14 hours and still working on the fine tuning....
 

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