X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 23 May 2005 12:42:06 -0400 Message-ID: X-Original-Return-Path: Received: from imo-d21.mx.aol.com ([205.188.144.207] verified) by logan.com (CommuniGate Pro SMTP 4.3.2) with ESMTP id 960596 for lml@lancaironline.net; Mon, 23 May 2005 11:51:13 -0400 Received-SPF: none receiver=logan.com; client-ip=205.188.144.207; envelope-from=RicArgente@cs.com Received: from RicArgente@cs.com by imo-d21.mx.aol.com (mail_out_v38_r1.7.) id q.bd.58537f0d (4254) for ; Mon, 23 May 2005 11:50:20 -0400 (EDT) From: RicArgente@cs.com X-Original-Message-ID: X-Original-Date: Mon, 23 May 2005 11:50:20 EDT Subject: N360ZR Back Home!-Reflections... X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_bd.58537f0d.2fc355bc_boundary" X-Mailer: 7.0 for Windows sub 8000 --part1_bd.58537f0d.2fc355bc_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Hi folks, Just got my plane back from the maintenance shop at TTA (Sanford-Lee Aircraft Services, Inc). The engine ran flawlessly on the trip home! Total repair bill came to approximately $1,800. Not too bad actually... To recap, close examination of both spark plugs in the #4 cylinder showed considerable damage. The electrodes were badly damaged and fused. As one or more screws from the air box got sucked into the compression chamber of the cylinder, we figured the screws were happily banging around in the cylinder, taking out both spark plugs, causing the #4 cylinder to fail and stop producing power. No additional engine damage were found. Compression is good on all cylinders. Here are some of my reflections from this experience (ramblings): - I make it a point to read accident reports as much as possible, as most of us do, even though I know it would 'never happen to me'. Collecting pilot error judgments and actions in my memory banks probably helped me make the correct decisions & actions that lead to a safe landing. A small voice at the back of my big head kept saying, "Fly the damn plane, fly the damn plane...". I highly recommend that everybody record this voice and permanently burn it into your brain cells. Maybe add the best glide speed also, if nothing else, placard this speed to your panel. Do this even though you know that it will never happen to you. - I don't know exactly what the glide ratio on my plane is. Grayhawk's numbers were good enough for me, however, I am now determined to verify Grayhawk's numbers and see how close they are with mine. This exercise should have been part of the flight testing plan, include it in yours. I will post my results as soon as it is available. - Engine problems in the air? Land ASAP and fix it on the ground. Declare an emergency to ensure priority handling. It was actually kinda cool to say 'mayday, mayday, mayday' even though it sounded silly to me now... Anyway, I still don't know what all the fuss about 'paperwork' is, since I did not have to do any of that. Maybe the 'paperwork' only happens if you crash? - If flying VFR, I recommend using flight following as much as possible. It makes life a lot easier in an emergency, probably a bit safer. - Lastly, I believe that the LML forum absolutely played a role in getting me down safely, specially since, prior to my 'incident', I was reading all the posting on Shannon's unfortunate accident. It is important to note that until it actually happens to you, it is very difficult to describe the resistance in ones mind to accept the reality of the situation and take action immediately. You say to yourself, as I did, that this is not happening, it's only a minor glitch and it will correct itself in a few moments. I can honestly say that it was one weird feeling and very difficult to overcome. The tendency to try and correct the problem (after the normal emergency checklist items have been done) is overwhelming. BTW, thanks to all who provided kind words of support. -Grease --part1_bd.58537f0d.2fc355bc_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Hi folks,

Just got my plane back from the maintenance shop at TTA (Sanford-Lee Aircraf= t Services, Inc).  The engine ran flawlessly on the trip home!  To= tal repair bill came to approximately $1,800.  Not too bad actually...<= BR>
To recap, close examination of both spark plugs in the #4 cylinder showed co= nsiderable damage.  The electrodes were badly damaged and fused. &= nbsp; As one or more screws from the air box got sucked into the compression= chamber of the cylinder, we figured the screws were happily banging around=20= in the cylinder, taking out both spark plugs, causing the #4 cylinder to fai= l and stop producing power.  

No additional engine damage were found.  Compression is good on all cyl= inders.

Here are some of my reflections from this experience (ramblings):

- I make it a point to read accident reports as much as possible, as most of= us do, even though I know it would 'never happen to me'.  Colle= cting pilot error judgments and actions in my memory banks probably helped m= e make the correct decisions & actions that lead to a safe landing. = ; A small voice at the back of my big head kept saying, "Fly the damn plane,= fly the damn plane...".  I highly recommend that everybody record this= voice and permanently burn it into your brain cells.   Maybe add=20= the best glide speed also, if nothing else, placard this speed to your panel= .  Do this even though you know that it will never happen to you.<G&= gt;

- I don't know exactly what the glide ratio on my plane is.  Grayhawk's= numbers were good enough for me, however, I am now determined to verify Gra= yhawk's numbers and see how close they are with mine.  This exercise sh= ould have been part of the flight testing plan, include it in yours.  I= will post my results as soon as it is available.

- Engine problems in the air?  Land ASAP and fix it on the ground. = ; Declare an emergency to ensure priority handling.  It was actually ki= nda cool to say 'mayday, mayday, mayday' even though it sounded silly to me=20= now...  Anyway, I still don't know what all the fuss about 'paperwork'=20= is, since I did not have to do any of that.  Maybe the 'paperwork' only= happens if you crash? 

- If flying VFR, I recommend using flight following as much as possible.&nbs= p; It makes life a lot easier in an emergency, probably a bit safer.

- Lastly, I believe that the LML forum absolutely played a role in getting m= e down safely, specially since, prior to my 'incident', I was reading all th= e posting on Shannon's unfortunate accident.  It is important to note t= hat until it actually happens to you, it is very difficult to describe the r= esistance in ones mind to accept the reality of the situation and take actio= n immediately.  You say to yourself, as I did, that this is not happeni= ng, it's only a minor glitch and it will correct itself in a few moments.&nb= sp; I can honestly say that it was one weird feeling and very difficult to o= vercome.  The tendency to try and correct the problem (after the normal= emergency checklist items have been done) is overwhelming.

BTW, thanks to all who provided kind words of support.  

-Grease

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