X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 50 [XX] (100%) BODY: unobfuscated drug words: 1 Return-Path: Sender: To: lml Date: Wed, 31 Jan 2007 10:49:55 -0500 Message-ID: X-Virus-Scanned: clean according to Sophos on Logan.com X-PolluStop-Diagnostic: (whitelisted) X-Orig-Return-Path: joeb@lancair.com X-PolluStop-Score: 0.0 X-PolluStop: Scanned with Niversoft PolluStop v2.3.4 X-SpamCatcher-Score: 50 [XX] (100%) BODY: unobfuscated drug words: 1 X-Original-Return-Path: Received: from [63.135.211.35] (HELO lancair.com) by logan.com (CommuniGate Pro SMTP 5.1.5) with ESMTP id 1801455 for marv@lancaironline.net; Wed, 31 Jan 2007 08:40:24 -0500 Received-SPF: none receiver=logan.com; client-ip=63.135.211.35; envelope-from=JoeB@lancair.com Content-class: urn:content-classes:message MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----_=_NextPart_001_01C7453D.6C5D389E" X-MimeOLE: Produced By Microsoft Exchange V6.5 Subject: Safety Czar X-Original-Date: Wed, 31 Jan 2007 05:40:51 -0800 X-Original-Message-ID: <56F61FFD4498E64DB11C90D0C2B618FF421EEB@lindbergh.lancair.local> X-MS-Has-Attach: X-MS-TNEF-Correlator: Thread-Topic: Safety Czar Thread-Index: AcdFPWxASekZF52oSeqjvG7QBEwC5g== From: "Joe Bartels" X-Original-To: This is a multi-part message in MIME format. ------_=_NextPart_001_01C7453D.6C5D389E Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable John, John, John...Safety Czar? Does that mean that you have to listen = to me? Well, if that is what you want ...here goes! First, turn on the = low pressure boost when you arrive at 10k. When you later descend = through 10K turn off the pump. As others have mentioned, at some point = above 10k, you will notice the engine surge a bit and, in general, not = run as well as it did below 10k. On very hot days (above 98f.) you may = wish to take off with the boost pump on low...helps get rid of the = potential for vapor lock. In fact on one occasion where my aircraft had = been sitting on the ramp all day, I noticed upon takeoff surging at 6k = and it was necessary to go from low to high boost to keep the engine = running correctly. You might want a light on your annunciator panel that advises you that = the pump is on. Others were correct that Lancair sells a pressure = switch which will act as a reminder. You may want to tell your avionics = panel builder to include these items, they might not know, however = Lancair Avionics does. If you forget to turn off the low pressure boost = prior to your pulling the engine mixture to cut off, you will find that = the engine continues to run even though you have the mixture control in = the full aft position. All Lancair can do is make recommendations such as take the recommended = pilot training through HPAT, have your aircraft examined by our experts = prior to first flight and for the insurance certificate, USE COMMON = SENSE, if you are remotely concerned about flying in certain weather, = your first instincts are probably correct so, don't fly in it, if you = believe there is something wrong with your aircraft, again, your first = instincts are probably correct, have it checked before flight, if you = are tired, don't fly, if you have been drinking, don't fly, if you have = no lead in your pencil, don't fly after taking viagra. Every time I get the dreaded call that a Lancair goes down I am truly = sickened. I have to either personally go out to examine the site or I = have to send a representative who reports to me all too well what he has = found. I know of no structural failure to a Lancair that was caused by = other than weather incursion (Level 5, 6). Even when one of our = customers, at home, who failed to properly prepare (sand and bid tape) = the inner wing skin of a Legacy, was able to make it home when the wing = skin disengaged from the remainder of the wing. The FAA/NTSB does not = allow me to make known any of the information that I learn through the = joint investigation of an accident scene, so I cannot satisfy your = curiosity about such accidents by informing you of them. I can, though, = inform you as I have above, that training is the magic bullet followed = closely by common sense and the use of certified components, properly = maintained in your aircraft. =20 Oh, one last thing, use the materials that Lancair recommends in the = aircraft or at least get our opinion as to the change you wish to make. = =20 In the end, I am not the "Safety Czar," YOU ARE! =20 Joseph C. Bartels, CEO Lancair International, Inc. ------_=_NextPart_001_01C7453D.6C5D389E Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable =0A= =0A= =0A= =0A=
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John, John, John...Safety Czar?  Does that mean that you = have to listen to me?  Well, if that is what you want ...here = goes!  First, turn on the low pressure boost when you arrive at = 10k.  When you later descend through 10K turn off the pump.  = As others have mentioned, at some point above 10k, you will notice the = engine surge a bit and, in general, not run as well as it did below = 10k.  On very hot days (above 98f.) you may wish to take off with = the boost pump on low...helps get rid of the potential for vapor = lock.  In fact on one occasion where my aircraft had been sitting = on the ramp all day, I noticed upon takeoff surging at 6k and it was = necessary to go from low to high boost to keep the engine running = correctly.
=0A=
You might want a light on your annunciator panel that advises = you that the pump is on.  Others were correct that Lancair sells a = pressure switch which will act as a reminder.  You may want to tell = your avionics panel builder to include these items, they might not know, = however Lancair Avionics does.  If you forget to turn off the low = pressure boost prior to your pulling the engine mixture to cut off, you = will find that the engine continues to run even though you have the = mixture control in the full aft position.
=0A=
All Lancair can do is make recommendations such as take the = recommended pilot training through HPAT, have your aircraft examined by = our experts prior to first flight and for the insurance = certificate,  USE COMMON SENSE, if you are remotely concerned about = flying in certain weather, your first instincts are probably correct so, = don't fly in it, if you believe there is something wrong with your = aircraft, again, your first instincts are probably correct, have it = checked before flight, if you are tired, don't fly, if you have been = drinking, don't fly, if you have no lead in your pencil, don't fly after = taking viagra.
=0A=
Every time I get the dreaded call that a Lancair goes down I am = truly sickened.  I have to either personally go out to examine the = site or I have to send a representative who reports to me all too well = what he has found.  I know of no structural failure to a Lancair = that was caused by other than weather incursion (Level 5, 6).  Even = when one of our customers, at home, who failed to properly prepare (sand = and bid tape) the inner wing skin of a Legacy, was able to make it home = when the wing skin disengaged from the remainder of the wing.  The = FAA/NTSB does not allow me to make known any of the information that I = learn through the joint investigation of an accident scene, so I cannot = satisfy your curiosity about such accidents by informing you of = them.  I can, though, inform you as I have above, that training is = the magic bullet followed closely by common sense and the use of = certified components, properly maintained in your aircraft.  =
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Oh, one last thing, use the materials that Lancair recommends = in the aircraft or at least get our opinion as to the change  you = wish to make. 
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In the end, I am not the "Safety Czar," YOU ARE!
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Joseph C. Bartels, = CEO
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Lancair International, = Inc.
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