X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 2 [X] Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 17 Apr 2007 16:36:15 -0400 Message-ID: X-Original-Return-Path: Received: from mtai03.charter.net ([209.225.8.183] verified) by logan.com (CommuniGate Pro SMTP 5.1.8) with ESMTP id 1990053 for lml@lancaironline.net; Tue, 17 Apr 2007 14:34:23 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.225.8.183; envelope-from=troneill@charter.net Received: from aa05.charter.net ([10.20.200.157]) by mtai03.charter.net (InterMail vM.7.08.02.00 201-2186-121-20061213) with ESMTP id <20070417183329.IUJT1398.mtai03.charter.net@aa05.charter.net> for ; Tue, 17 Apr 2007 14:33:29 -0400 Received: from axs ([75.132.198.100]) by aa05.charter.net with SMTP id <20070417183328.ONWP9261.aa05.charter.net@axs> for ; Tue, 17 Apr 2007 14:33:28 -0400 X-Original-Message-ID: <002301c7811e$ebd22bd0$6501a8c0@axs> From: "terrence o'neill" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] Re: Lancair's Down X-Original-Date: Tue, 17 Apr 2007 13:33:40 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0020_01C780F5.0284F800" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3028 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3028 X-Chzlrs: 0 This is a multi-part message in MIME format. ------=_NextPart_000_0020_01C780F5.0284F800 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Jeff, Regarding the Nebraska 320, except for a possible control system = malfunction, of which there is so far no indication, engine failure is = not the 'final cause' of an aircraft 'spinning in'. It is loss of = control caused by the pilot pulling (inadvertantly, because without an = AOA he can't see he's causing a stall) the wing's AOA higher than its = stall AOA. Airfoills stall at an angle, at any speed. Hands-off, a = wing will remain at its trimmed AOA, regardless of the plane's attitude. = So it appears, at this point, that the pilot stalled his wing, therey = giving up control of the aircraft and becoming a reluctant passenger, = too low to recover. The Lancair has an excellent L/D, and should = provide some gliding options for emergency landing sites, under control = all the way to the ground, if the stall AOA is not exceeded. So, to = beat a dead horse on this, why after 100 years of flight, are we still = not using a stall-vane indicator that a pilot can easily reference -- = outside the cockpit or heads-up -- for just such a situation? It is so = sad and depressing to lose friends , anguish families, and waste such = fine machinery, with thousands of loving hours invested ... when stalls, = prerequisite to spins, are avoidable. How can this 'lacking AOA info' = be remedied? Doesn't this deserve serious attention? Terrence O'Neill L235/320 N211AL (wiring the glass panel now in progress) ----- Original Message -----=20 From: VTAILJEFF@aol.com=20 To: lml@lancaironline.net=20 Sent: Tuesday, April 17, 2007 10:14 AM Subject: [LML] Re: Lancair's Down In a message dated 4/16/2007 8:05:53 PM Central Daylight Time, = kevin@airforcemechanical.com writes: Both seam to be engine failures. So sad.... My condolences to the families and friends. Don't be so certain about both being engine failures. The 320 in = Nebraska does not say it is an engine failure just that the egnine = slowed then speeded up and then the pilot spun it in. Conclusion?=20 The Legacy crashed on its first flight. There were reports of erratic = engine operation from eyewitnesses but the same was true of Dave = Hickman's crash last year and the Chelton data in Hickman's accident = showed the fuel flow was dialed up so high (greater than 50 gph) the = engine could not run. Remember you must set up your fuel system = correctly to operate safely before first flight. TCM has a service = bulletin on this.=20 Don't jump to conclusions before the evidence is in. Regards, Jeff Edwards LIVP N619SJ -------------------------------------------------------------------------= ----- See what's free at AOL.com. ------=_NextPart_000_0020_01C780F5.0284F800 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Jeff,
    Regarding = the=20 Nebraska 320, except for a possible control system = malfunction, of=20 which there is so far no indication, engine failure is not the = 'final=20 cause' of an aircraft 'spinning in'.  It is loss of control = caused by=20 the pilot pulling (inadvertantly, because without an AOA he can't = see=20 he's causing a stall) the wing's AOA higher than its stall = AOA. =20 Airfoills stall at an angle, at any speed.  Hands-off, a wing = will=20 remain at its trimmed AOA, regardless of the plane's attitude.  So=20 it appears, at this point, that the pilot stalled his wing, therey = giving=20 up control of the aircraft and becoming a reluctant passenger, too = low to=20 recover.  The Lancair has an excellent L/D, and should provide some = gliding=20 options for emergency landing sites, under control all the way to = the=20 ground, if the stall AOA is not exceeded.  So, to beat a dead horse = on=20 this, why after 100 years of flight, are we still not using a stall-vane = indicator that a pilot can easily reference -- outside the cockpit or = heads-up=20 -- for just such a situation?  It is so sad and depressing to lose = friends=20 , anguish families, and waste such fine machinery, with thousands of = loving=20 hours invested ... when stalls, prerequisite to spins, are = avoidable.  How=20 can this 'lacking AOA info' be remedied? Doesn't this deserve serious=20 attention?
Terrence = O'Neill
L235/320
N211AL
(wiring the glass panel now = in=20 progress)
----- Original Message -----
From:=20 VTAILJEFF@aol.com
Sent: Tuesday, April 17, 2007 = 10:14=20 AM
Subject: [LML] Re: Lancair's = Down

In a message dated 4/16/2007 8:05:53 PM Central Daylight Time, kevin@airforcemechanical.com= =20 writes:
Both=20 seam to be engine failures. So sad....
My condolences to the families and=20 friends.
Don't be so certain about both being engine failures. The 320 in = Nebraska=20 does not say it is an engine failure just that the egnine slowed then = speeded=20 up and then the pilot spun it in. Conclusion?
 
The Legacy crashed on its first flight. There were reports of = erratic=20 engine operation from eyewitnesses but the same was true of Dave = Hickman's=20 crash last year and the Chelton data in Hickman's accident showed the = fuel=20 flow was dialed up so high (greater than 50 gph) the engine could not = run.=20 Remember you must set up your fuel system correctly to operate safely = before=20 first flight. TCM has a service bulletin on this.
 
Don't jump to conclusions before the evidence is in.
 
Regards,
 
Jeff Edwards
LIVP N619SJ



See what's free at AOL.com.=20
------=_NextPart_000_0020_01C780F5.0284F800--