X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 10 Feb 2009 00:49:36 -0500 Message-ID: X-Original-Return-Path: Received: from web33704.mail.mud.yahoo.com ([68.142.201.201] verified) by logan.com (CommuniGate Pro SMTP 5.2.12) with SMTP id 3482905 for lml@lancaironline.net; Sun, 08 Feb 2009 14:29:18 -0500 Received: (qmail 82395 invoked by uid 60001); 8 Feb 2009 19:29:16 -0000 DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=X-YMail-OSG:Received:X-Mailer:Date:From:Reply-To:Subject:To:MIME-Version:Content-Type:Message-ID; b=pWu2lReMCS5lAiwQFj4h+wT8XRdpRFMbJU81guogdJvUHO5oQfnZ7UP5VDwOo5boBslu8huS8VeD1ubgqS+KHkMpXWftuaGzZAeOkxKOXXmTkpvstzN0zyh/yYMQuQhxtPpPNpS0fyPYtdK+r/aYFhZFs0P3Z4AmqwjhsjOuuVE=; X-YMail-OSG: .Wz3MVkVM1n0nY1usNWGnPiQLht4WHamEtBfVae6uCOSix4UWqgxdV.0l9dcfSKzmlRkxov5733OH9vEeXvHHj778fSvtpdhyeTvc3uGyjA4SstfKCjFv7WTQAyeVvtMw9tKxFXVa2R6wv2na2r64Zwg2baDd1QThI9pGJVoeypdPMHlJKPJFgBnmqO8z9ct0nibknVK.wkCGOjYseEv3mk7rgGdbQ-- Received: from [71.208.238.205] by web33704.mail.mud.yahoo.com via HTTP; Sun, 08 Feb 2009 11:29:16 PST X-Mailer: YahooMailWebService/0.7.260.1 X-Original-Date: Sun, 8 Feb 2009 11:29:16 -0800 (PST) From: Art Jensen Reply-To: flycassutts@yahoo.com Subject: Accident Narrative X-Original-To: Lancair maillist MIME-Version: 1.0 Content-Type: multipart/mixed; boundary="0-371232440-1234121356=:81147" X-Original-Message-ID: <763037.81147.qm@web33704.mail.mud.yahoo.com> --0-371232440-1234121356=:81147 Content-Type: multipart/alternative; boundary="0-1783723221-1234121356=:81147" --0-1783723221-1234121356=:81147 Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable To help answer questions, I received this from the accident pilot. =A0 Art, =A0 Sorry I have not talked to you sooner as I do feel the need to get out this= information and have been dealing with the legal=92s of this whole situati= on. =A0I am clipping the narrative that I sent to the FAA=85=A0 You can for= ward to LOBO is you wish. =A0I think the guy that was killed at Sun and Fun= , with the canopy issues, may have had the same control problem.=A0 I had m= y hands full to get this thing close to the ground in a flying mode. =A0Bil= l=92s suggestion for a big red light for the canopy latch would go a long w= ay toward preventing this. =A0 I believe that when the canopy was suck up far enough that it blanketed the= tail causing the aircraft to pitch nose down, causing the closing of the c= anopy there in turn causing the elevator to become effective again which th= en allowed me to regain control and level again, which caused the canopy ag= ain to open, etc., etc.=20 =A0 =A0 Accident Narrative:=20 =A0 After refueling at the Self Service fuel pump at Longmont Airport (KLMO) at= around 5:30 pm, I taxied out the to run-up area for Runway 29 and did the = run-up and take off check on N939CB a Lancair Legacy (LEG2). =A0The take of= f proceeded normally until the point of rotation at which time the canopy p= opped open slightly. =A0As the runway is short (4800=92) and I was full of = fuel, I continued with the take off as I felt that try to abort was more da= ngerous than just going around and landing again. =A0Without event, I climb= ed to pattern altitude, 1000 agl, and reduced power to prepare for landing.= =A0At that time, the canopy assumed a much more open position and started = to oscillate up and down (6=94 to 12=94 motion) also causing the aircraft t= o be very difficult control in pitch (at least 6=94 stick movements where n= ormal is 1=94 to 2=94).=A0 I tried to resume the full power climb attitude = again as I thought the change of attitude may have cause this, but this only exaggerated the situation.=A0 My concerns were the large oscillations= of the canopy, my restricted forward visibility, and the violent pitch cha= nges.=A0 I continued with the approach and tried to look out the side openi= ng of the canopy to get my self in a position to land on Runway 29 and avoi= d any other property damage. =A0I kept the airspeed at around 110 knots wit= h significant power to maintain a much control as possible over the oscilla= tions, but only remember trying to minimize them on final when I impacted t= he ground. =A0 =A0 =A0 David Williams, Fahren Corporation david@fahrencorp.com +1 303 324 3333 From: Art Jensen [mailto:flycassutts@yahoo.com]=20 Sent: Friday, February 06, 2009 6:49 PM To: David Williams Subject: Accident =A0 David, =A0 I am so sorry to hear the sad news of your accident, but I am also happy to= hear that you received no injuries.=A0 I had hopes that we would get to do= some flying together. =A0 I know it may be hard, but would you mind sharing what happend.=A0 I am hop= eful that I can learn from your misfortune, and I can prevent the same from= happening to me. =A0 Again, good to hear you were not injured. =A0 Art =A0=0A=0A=0A --0-1783723221-1234121356=:81147 Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable <= /tr>


To help answer questions, I received this from the accident pilot.

 

Art,

 <= /DIV>

Sorry I have not talk= ed to you sooner as I do feel the need to get out this information and have= been dealing with the legal=92s of this whole situation.  I am clippi= ng the narrative that I sent to the FAA=85  You can forward to LOBO is= you wish.  I think the guy that was killed at Sun and Fun, with the c= anopy issues, may have had the same control problem.  I had my hands f= ull to get this thing close to the ground in a flying mode.  Bill=92s = suggestion for a big red light for the canopy latch would go a long way tow= ard preventing this.

 <= /DIV>

I believe that when t= he canopy was suck up far enough that it blanketed the tail causing the air= craft to pitch nose down, causing the closing of the canopy there in turn c= ausing the elevator to become effective again which then allowed me to rega= in control and level again, which caused the canopy again to open, etc., et= c.

 <= /DIV>

 <= /DIV>

Accident Narrative:

 

After refueling at the Self Service fuel pump at = Longmont Airport (KLMO) at around 5:30 pm, I taxied out the to run-up area = for Runway 29 and did the run-up and take off check on N939CB a Lancair Leg= acy (LEG2).  The take off proceeded normally until the point of rotati= on at which time the canopy popped open slightly.  As the runway is sh= ort (4800=92) and I was full of fuel, I continued with the take off as I fe= lt that try to abort was more dangerous than just going around and landing = again.  Without event, I climbed to pattern altitude, 1000 agl, and re= duced power to prepare for landing.  At that time, the canopy assumed = a much more open position and started to oscillate up and down (6=94 to 12= =94 motion) also causing the aircraft to be very difficult control in pitch= (at least 6=94 stick movements where normal is 1=94 to 2=94).  I trie= d to resume the full power climb attitude again as I thought the change of a= ttitude may have cause this, but this only exaggerated the situation. = My concerns were the large oscillations of the canopy, my restricted forwa= rd visibility, and the violent pitch changes.  I continued with the ap= proach and tried to look out the side opening of the canopy to get my self = in a position to land on Runway 29 and avoid any other property damage. &nb= sp;I kept the airspeed at around 110 knots with significant power to mainta= in a much control as possible over the oscillations, but only remember tryi= ng to minimize them on final when I impacted the ground.

 

 <= /DIV>

 <= /DIV>

David Williams,

Fahren Corporation

david@fahrencorp.com<= /SPAN><= /DIV>

+1 303 324 3333

From: Art Jensen [mailto:flycassutts@yahoo.com]
Sent: Friday, February 06, 2009 6:49 PM
To: David Williams
Subject: Accident

 

David,

 

I am so sorry to hear the sad news of your accident, but = I am also happy to hear that you received no injuries.  I had hopes th= at we would get to do some flying together.

 

I know it may be hard, but would you mind sharing what ha= ppend.  I am hopeful that I can learn from your misfortune, and I can = prevent the same from happening to me.

 

Again, good to hear you were not injured.

 

Art

 


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