X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 15 Feb 2010 16:30:31 -0500 Message-ID: X-Original-Return-Path: Received: from web62504.mail.re1.yahoo.com ([69.147.75.96] verified) by logan.com (CommuniGate Pro SMTP 5.3.2) with SMTP id 4125741 for lml@lancaironline.net; Mon, 15 Feb 2010 13:19:35 -0500 Received-SPF: none receiver=logan.com; client-ip=69.147.75.96; envelope-from=charliekohler@yahoo.com Received: (qmail 3474 invoked by uid 60001); 15 Feb 2010 18:19:00 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=Message-ID:X-YMail-OSG:Received:X-Mailer:References:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=kogQNx0NIE0xTM1K/89iMEiC2WBhDINDbccKsyPp1Gsqo6OuUW1ks/CMUqXzGBi254PI87q2obwifrsJuGNIgnuqBc8qVTF7jN1EUwFaRztMv0xDwXzbF0f8+0x0WTaOg3XuoWxjB2xqmoZX76nPrl9lcqG+TBbiu3QPxzEEWHw=; X-Original-Message-ID: <350160.3443.qm@web62504.mail.re1.yahoo.com> X-YMail-OSG: fgjjl0YVM1muSHD1q9jSsd3exIF0KMm6u4fnWXZD79_eFX6IkFZuggjD3Rqd0sCRMu.7XKLYDKSjHQaYQcoEb6Jskg9PD8ohX_FamsbRwBRFYdYOPy2qxcbSfS.swLuDYMznpyjlMOtkCMQJjPIARZ_C2OAKT_gXxa.ad5ZgD_VVCMKwbluwMhjYyqg4MOMcFdsYfupfszkt06b.xZm06W7Q50idAe8jwPOBdr6_xoZ7Yji9h5Cyy4M77ucg6IO.9E_fwMZRxrTN.R7sJFSy4QMxiiZuT67Gb7q3R3sfaxDyzHYCC3TkvmXgMVBHiaMadlmV5gdbt9qRHiZt7lT4Yg9AAoaNqh2nJGJd Received: from [68.204.28.90] by web62504.mail.re1.yahoo.com via HTTP; Mon, 15 Feb 2010 10:18:59 PST X-Mailer: YahooMailRC/300.3 YahooMailWebService/0.8.100.260964 References: X-Original-Date: Mon, 15 Feb 2010 10:18:59 -0800 (PST) From: Charlie Kohler Subject: Re: [LML] Re: Turbine IVP Landing Accident Video X-Original-To: Lancair Mailing List In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-2096611925-1266257939=:3443" --0-2096611925-1266257939=:3443 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Imagine how good the outcome would have been--=A0 =A0IF -- the nose gear ga= s strut had been up to doing its job.=0AThere were TWO=A0failures in your s= tory. It is a good idea to check it twice a year to make sure that in case = of a hydraulic failure such as yours, but nose gear will extend and protect= the engine and prop.=0A=A0=0ACharlie K.=0A=0ASee me on the web at =0Awww.L= ancair-IV.com=0A=0A=0A=0A=0A=0A________________________________=0AFrom: "Sk= y2high@aol.com" =0ATo: lml@lancaironline.net=0ASent: Mon,= February 15, 2010 11:36:06 AM=0ASubject: [LML] Re: Turbine IVP Landing Acc= ident Video=0A=0ACrikey!=A0 The bloke did a fine professional=A0job on hand= ling=A0the forced gear up.......................=0A=0AInteresting=A0about t= he prop perp-walking the plane to the right.=0A=0AGreat report - I am begin= ning to appreciate even more the power/fluid-independent emergency gear ext= ension design of the lesser Lancairs.=0A=0AGrayhawk AKA Scott=0A=0AIn a mes= sage dated 2/15/2010 7:25:27 A.M. Central Standard Time, marv@lancair.net w= rites:=0APosted for Laurie Fitzgerald:=0A>=A0=0A>=A0As the video has turned= up on the LML I guess a description of the event may=A0provide some useful= information for those interested. Please feel free to post the following:= =0A>=A0 =A0=0A>=A0VH-FTZ is an Australian registered Aircraft constructed f= rom a Lancair IV-P=A0fast build kit and heavily modified to accept the Walt= er M601D Turbine.=0A>=A0=0A>=A0The aircraft is not entirely the same as a f= actory Propjet as it was=A0conceived and built prior to Lancair releasing a= Propjet.=A0 Construction commenced in June 1999 and the first flight was J= une 2003.=0A>=A0=0A>=A0The Aircraft is based at Jandakot airport in Perth W= estern Australia and has=A0flown just short of 500 hours.=0A>=A0=0A>=A0Prio= r to this event there have only two maintenance issues firstly a broken=A0s= pring on the nose gear was ingested by the turbine requiring a compressor r= ebuild (thanks Diemech) and second was a cracked windscreen due to the Aust= ralian sun in the outback causing temperatures sufficient to soften the per= spex which then cracked when cooled. The windscreen was replaced with a 1/2= inch screen.=0A>=A0=A0=0A>=A0I am the owner, builder and pilot of FTZ and = in the absence of organisations=A0such as LOBO in Australia have personally= researched and filtered all=A0available information to enable me establish= a safe operating regime for my aircraft.=0A>=A0=0A>=A0I am a relatively lo= w time private pilot with 1650 hours total time. 1000=A0hours on a Glasair = 1RG and 500 on the Lancair.=0A>=A0=0A>For the record, FTZ approaches a stal= l at 80 knots clean at 14000 feet. On normal operations I rotate for take o= ff at 90 knots and touch down at 100 knots.=0A>=A0 =A0=0A>=A0On February 7,= 2010 I conducted a return flight from the south coast of=A0Western Austral= ia, shortly after takeoff on climb through 5000 ft at 200=A0knots I heard a= distinct sound that I soon realised was hydraulic fluid escaping, the hydr= aulic=A0pressure gauge was indicating a rapid loss of pressure.=A0 I immedi= ately shut the throttle, held the nose up attitude and selected gear down a= s the airspeed decayed below 160knots. The gear dropped but there was=A0ins= ufficient hydraulic pressure to extend or lock the gear. I pulled the hydra= ulic pump breaker and levelled=A0out and maintained 130 knots and exercised= the manual hydraulic pump, this confirmed that hydraulic pressure could no= t be maintained and that a gear extension was not possible.=0A>=A0=A0=0A>= =A0I held overhead an 1800 metre runway and assessed the situation. I was= =A0carrying 300 litres of JetA1 and the annunciator panel indicated the mai= n=A0doors were open with no greens.=0A>=A0=0A>=A0I contacted ATC and advise= d them of my situation and arranged to transit=A0back to Jandakot Airport w= here emergency services were available.=0A>=A0=A0=0A>=A0On arrival at Janda= kot I conducted a low level pass and ATC confirmed the=A0nose gear was half= extended and no mains were visible and the main doors=A0appeared closed.= =0A>=A0=0A>=A0I left the control zone and burnt off the excess fuel, during= the hour and a=A0half taken to reduce the fuel load I slowed the aircraft = to 100 knots to=A0determine whether the nose gear gas strut would=A0lock th= e nose gear at touchdown speeds, transferred all fuel from the belly=A0tank= and briefed myself for a wheels up landing. =0A>=A0=0A>I returned to Janda= kot with approximately 50 litres of fuel per side and=A0conducted a final f= ly past the tower to confirm no change to the gear=A0configuration and then= joined the circuit for a landing. I flew a three mile final (flapless) wit= h 450 ft per minute=A0descent and at one and a half miles reduced to 200 ft= per min descent.=0A>=A0=0A>=A0At 500 metres from touchdown I was indicatin= g 115 knots and shut down the=A0turbine and turned off the master switch, I= did not attempt to flare but=A0held off slightly to lose as much speed as = possible. The tail contacted the runway lightly and I released back pressur= e on the control and let the propellor contact the runway.=0A>=A0 =A0=0A>= =A0At this point I was surprised that the aircraft did not have sufficient = mass=A0or inertia to immediately bend the blades which I had left in fine p= itch to=A0facilitate braking and I thought in this configuration they would= bend rather that dig in.=0A>=A0=0A>=A0On each rotation of the windmilling = propellor the nose of the aircraft was=A0walked right on the tip of the bla= des causing a significant yawing. Full=A0rudder slowed but would not arrest= the yaw. When the blades finally bent sufficient to allow the belly of the= aircraft=A0to settle on the runway the rudder authority was adequate to st= eer the=A0aircraft on to the centreline and maintain a straight ahead line.= =0A>=A0 =A0=0A>=A0The aircraft stopped sliding and I exited uninjured, larg= ely due to the fact=A0that the energy was all dissipated during the slide o= n the runway and there=A0was no real vertical component.=0A>=A0 =A0=0A>=A0T= he Aircraft was raised,=A0=A0I pulled the wheels from their wells and pushe= d=A0them to the locked position and towed the aircraft to my hanger.=0A>=A0= =A0=0A>=A0The aircraft sustained remarkably little damage:=0A>=A0=0A>=A0Ab= rasion damage to the belly tank and just behind the wing spar down to the= =A0nomex core.=0A>=A0Paint damage=A0to the gear doors and left wing.=0A>=A0= Require new Pitot and TX antenna=0A>=A0Require one aileron hinge and rod en= d.=0A>=A0Paint damage to tail.=0A>=A0And the big one require new prop and e= ngine overhaul.=0A>=A0=0A>=A0The cause of the hydraulic failure was a faile= d flare fitting on the main=A0hydraulic line between the pump and the hydra= ulic valve that actuates gear=A0and flaps.=0A>=A0=0A>=A0The cause of the fl= are fitting failure is not yet finally determined but the=A0flare was corre= ctly manufactured, however over torquing or repeated torquing=A0may=A0have = assisted the failure.=0A>=A0=0A>=A0=0A>=A0=A0My research to date has reveal= ed that single flares are not adequate for=A0aluminium lines below 3/8 of a= n inch and that lines of this size should be=A0double flared. =A0I will be = replacing all high pressure lines with double flares.=A0I intend to liase w= ith Fred Moreno and study the failed flare, one of us=A0will report on this= list the final outcome.=0A>=A0=0A>=A0Although a little off topic I need to= address Scott's comment "Yes, very=A0professional looking chap flying shoe= less."=A0Without wishing to be over sensitive that comment would be accepta= ble if I=0A>=A0were British.=A0As an Australian the following would be more= correct. "Yes, very=0A>=A0professional looking Bloke flying shoeless."=0A>= =0A>=A0On the matter of flying sans shoes I adopted this habit when flying = the=A0Glasair 1RG, as shoes, boots and wooden legs interfered with=A0the op= eration of the toe brakes and on occasions passengers managed to put=A0thei= r number 9's up into the wiring behind the rather tight panel.=0A>=A0=0A>= =A0I maintained the habit (although I usually wear socks) in the Lancair af= ter=A0seeing a pilot badly burnt after an accident when their feet and legs= where=A0trapped under the panel and they could not extricate themself.=0A>= =A0=0A>=A0Also I have often puzzled at the reason for wearing footwear as i= n most=A0accidents I have witnessed, the shoes are found many metres away f= rom=A0the owner. Finally if a flying suit, boots, helmet and visor made us = more professional=A0I'd probably have felt better at the post landing media= circus.=0A>=A0=0A>=A0=A0Safe flying to all=0A>=A0=A0Regards=0A>=A0=0A>Laur= ie Fitzgerald=0A>--=0A>=0A>For archives and unsub http://mail.lancaironline= .net:81/lists/lml/List.html --0-2096611925-1266257939=:3443 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
=0A

Imagine how good the outcome would have been= --   IF -- the nose gear gas strut had been up to doing its job.<= /P>=0A

There were TWO failures in your story. It is a good idea to c= heck it twice a year to make sure that in case of a hydraulic failure such = as yours, but nose gear will extend and protect the engine and prop.


 
=0A
Charlie K.
=0A
 
=0A
See= me on the web at
=0A=0A
 =0A

=0A

=0A
=0A
=0AFrom: "Sky2high@= aol.com" <Sky2high@aol.com>
T= o: lml@lancaironline.net
Sent: Mon, February 15, 2010 11:36:06 AM
Subject: [LML] Re: Turbine IVP Landing Acciden= t Video

=0A
Crikey!  The bloke did a fine professional job = on handling the forced gear up.......................
=0A
&nb= sp;
=0A
Interesting about the prop perp-walking the plane to = the right.
=0A
 
=0A
Great report - I am beginning t= o appreciate even more the power/fluid-independent emergency gear extension= design of the lesser Lancairs.
=0A
 
=0A
Grayhawk A= KA Scott
=0A
 
=0A
=0A
In a message dated 2/15/2= 010 7:25:27 A.M. Central Standard Time, marv@lancair.net writes:
=0A=0A
Posted for Laurie Fitzgerald:
 
&= nbsp;As the video has turned up on the LML I guess a description of the eve= nt may provide some useful information for those interested. Please fe= el free to post the following:
   
 VH-FTZ is an Austr= alian registered Aircraft constructed from a Lancair IV-P fast build k= it and heavily modified to accept the Walter M601D Turbine.
 
&n= bsp;The aircraft is not entirely the same as a factory Propjet as it was&nb= sp;conceived and built prior to Lancair releasing a Propjet.  Construction commenced in June 1999 and the first flight was June 2003= .
 
 The Aircraft is based at Jandakot airport in Perth Wes= tern Australia and has flown just short of 500 hours.
 
&nb= sp;Prior to this event there have only two maintenance issues firstly a bro= ken spring on the nose gear was ingested by the turbine requiring a compressor rebuild (thanks Diemech= ) and second was a cracked windscreen due to the Australian sun in the outb= ack causing temperatures sufficient to soften the perspex which then cracke= d when cooled. The windscreen was replaced with a 1/2 inch screen.
 = ; 
 I am the owner, builder and pilot of FTZ and in the absenc= e of organisations such as LOBO in Australia have personally researche= d and filtered all available information to enable me establish a safe= operating regime for my aircraft.
 
 I am a relatively low= time private pilot with 1650 hours total time. 1000 hours on a Glasai= r 1RG and 500 on the Lancair.
 
For the record, FTZ approaches a= stall at 80 knots clean at 14000 feet. On normal operations I rotate for t= ake off at 90 knots and touch down at 100 knots.
   
 = On February 7, 2010 I conducted a return flight from the south coast of Western Australia, shortly after takeoff on climb through 5000 ft = at 200 knots I heard a distinct sound that I soon realised was hydraul= ic fluid escaping, the hydraulic pressure gauge was indicating a rapid= loss of pressure.  I immediately shut the throttle, held the nose up = attitude and selected gear down as the airspeed decayed below 160knots. The= gear dropped but there was insufficient hydraulic pressure to extend = or lock the gear. I pulled the hydraulic pump breaker and levelled out= and maintained 130 knots and exercised the manual hydraulic pump, this con= firmed that hydraulic pressure could not be maintained and that a gear exte= nsion was not possible.
  
 I held overhead an 1800 me= tre runway and assessed the situation. I was carrying 300 litres of Je= tA1 and the annunciator panel indicated the main doors were open with = no greens.
 
 I contacted ATC and advised them of my situation and arranged to transit back to Jandakot Airport where emer= gency services were available.
  
 On arrival at Janda= kot I conducted a low level pass and ATC confirmed the nose gear was h= alf extended and no mains were visible and the main doors appeared clo= sed.
 
 I left the control zone and burnt off the excess fu= el, during the hour and a half taken to reduce the fuel load I slowed = the aircraft to 100 knots to determine whether the nose gear gas strut= would lock the nose gear at touchdown speeds, transferred all fuel fr= om the belly tank and briefed myself for a wheels up landing.
&nbs= p;
I returned to Jandakot with approximately 50 litres of fuel per side = and conducted a final fly past the tower to confirm no change to the g= ear configuration and then joined the circuit for a landing. I flew a = three mile final (flapless) with 450 ft per minute descent and at one and a half miles reduced to 200 ft per min descent.
 
&n= bsp;At 500 metres from touchdown I was indicating 115 knots and shut down t= he turbine and turned off the master switch, I did not attempt to flar= e but held off slightly to lose as much speed as possible. The tail co= ntacted the runway lightly and I released back pressure on the control and = let the propellor contact the runway.
   
 At this poi= nt I was surprised that the aircraft did not have sufficient mass or i= nertia to immediately bend the blades which I had left in fine pitch to&nbs= p;facilitate braking and I thought in this configuration they would bend ra= ther that dig in.
 
 On each rotation of the windmilling pr= opellor the nose of the aircraft was walked right on the tip of the bl= ades causing a significant yawing. Full rudder slowed but would not ar= rest the yaw. When the blades finally bent sufficient to allow the belly of the aircraft to settle on the runway the rudder authority wa= s adequate to steer the aircraft on to the centreline and maintain a s= traight ahead line.
   
 The aircraft stopped sliding = and I exited uninjured, largely due to the fact that the energy was al= l dissipated during the slide on the runway and there was no real vert= ical component.
   
 The Aircraft was raised, &nb= sp;I pulled the wheels from their wells and pushed them to the locked = position and towed the aircraft to my hanger.
   
 The= aircraft sustained remarkably little damage:
 
 Abrasion d= amage to the belly tank and just behind the wing spar down to the nome= x core.
 Paint damage to the gear doors and left wing.
&nbs= p;Require new Pitot and TX antenna
 Require one aileron hinge and r= od end.
 Paint damage to tail.
 And the big one require new prop and engine overhaul.
 
 The cause of the = hydraulic failure was a failed flare fitting on the main hydraulic lin= e between the pump and the hydraulic valve that actuates gear and flap= s.
 
 The cause of the flare fitting failure is not yet fin= ally determined but the flare was correctly manufactured, however over= torquing or repeated torquing may have assisted the failure.
=  
 
  My research to date has revealed that singl= e flares are not adequate for aluminium lines below 3/8 of an inch and= that lines of this size should be double flared.  I will be repl= acing all high pressure lines with double flares. I intend to liase wi= th Fred Moreno and study the failed flare, one of us will report on th= is list the final outcome.
 

=0A

 Although a little off topic I = need to address Scott's comment "Yes, very professional looking chap f= lying shoeless." Without wishing to be over sensitive that comment wou= ld be acceptable if I
 were British. As an Australian the foll= owing would be more correct. "Yes, very
 professional looking Bloke= flying shoeless."

 On the matter of flying sans shoes I adopte= d this habit when flying the Glasair 1RG, as shoes, boots and wooden l= egs interfered with the operation of the toe brakes and on occasions p= assengers managed to put their number 9's up into the wiring behind th= e rather tight panel.
 

=0A

 I maintained the habit (although I = usually wear socks) in the Lancair after seeing a pilot badly burnt af= ter an accident when their feet and legs where trapped under the panel= and they could not extricate themself.
 
 Also I have ofte= n puzzled at the reason for wearing footwear as in most accidents I ha= ve witnessed, the shoes are found many metres away from the owner. Fin= ally if a flying suit, boots, helmet and visor made us more professional&nb= sp;I'd probably have felt better at the post landing media circus.
 = ;
  Safe flying to all
  Regards
 
Lau= rie Fitzgerald

=0A

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