X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 01 May 2012 09:56:12 -0400 Message-ID: X-Original-Return-Path: Received: from nm24-vm4.bullet.mail.ne1.yahoo.com ([98.138.91.184] verified) by logan.com (CommuniGate Pro SMTP 5.4.5) with SMTP id 5516077 for lml@lancaironline.net; Mon, 30 Apr 2012 14:46:34 -0400 Received-SPF: none receiver=logan.com; client-ip=98.138.91.184; envelope-from=charliekohler@yahoo.com Received: from [98.138.90.48] by nm24.bullet.mail.ne1.yahoo.com with NNFMP; 30 Apr 2012 18:45:57 -0000 Received: from [98.138.88.238] by tm1.bullet.mail.ne1.yahoo.com with NNFMP; 30 Apr 2012 18:45:57 -0000 Received: from [127.0.0.1] by omp1038.mail.ne1.yahoo.com with NNFMP; 30 Apr 2012 18:45:57 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 715298.52161.bm@omp1038.mail.ne1.yahoo.com Received: (qmail 90342 invoked by uid 60001); 30 Apr 2012 18:45:57 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=X-YMail-OSG:Received:X-Mailer:References:Message-ID:Date:From:Reply-To:Subject:To:MIME-Version:Content-Type; b=wt4B9wI+ILG+4GBsqBpMx/TCIAoxFUAp/ZACP5gF9J/R5ZAjnLTJbD/2/2XeCIXJHkxh+jmUkhwuqd+h3peHXUR0IkOxvvZEq3uYtp5vQwWs+Q0w24IaXhO3AUaSdmKJ26TfVxas7Czobkrm1jMRj66UOUQEVWKxoH1Ea6ZQQ7o=; X-YMail-OSG: p7D5sokVM1mL3AkKARRDNmU9BCegHKbGrPiU.hwbLbgPuni br20MRtGi6h3KZRYbT6zeu0UpW1HAo0D1btAIHDHnOiDBl19opkxHOMqHbS4 Ac2QxUIPqGv3BSWO.87x.XkqSdeX5.sqn9Ewyd1qVa3MUlln5.97W0Q3lX49 mWZZdkBitl.wB8JE1PlUsMQ6bqbZPnPkX1j405a3NUK98OzeiUKPiLkGXv2d SIVQUYpawqYr9tgnEnegqLPauIb7AuuWzD.oZQ9jex6KyNGGwtjdd8Jwc8cu oU56._tioCAwJZgkoue9txJm7EwmFZ.bIFUQvCepaSK3.C7ddzpCfzy5UWJm Zqv4JkbE80y7uV.hlxiB87tVP9vmrH8QDDjy5rKTZPUOn4moPK9hF5WWdQU0 IIpEzzs.lfPEBzTMobenhRN6vQSgwHV45t_HXhIV_sPqOD4jbf90ucwFsfyD jMEK27c58PgE4s.GE2KA9MRea5yznun43X4IipZwCHTHVD_5Vi7QxBErt7x2 0yX1NEGB7zoPIu.BtpMEDTR5mdqYeS6yeEntXLfprocWhwjPCtdXUmCKxfib bwM0PTZJzF9dwvtvBPhMMIklwtxnJiFoF2Vq_yaw.CQ-- Received: from [72.189.192.203] by web126004.mail.ne1.yahoo.com via HTTP; Mon, 30 Apr 2012 11:45:57 PDT X-Mailer: YahooMailWebService/0.8.117.340979 References: X-Original-Message-ID: <1335811557.77707.YahooMailNeo@web126004.mail.ne1.yahoo.com> X-Original-Date: Mon, 30 Apr 2012 11:45:57 -0700 (PDT) From: Charlie Kohler Reply-To: Charlie Kohler Subject: Re: [LML] Re: Harry League & Pat Franzen fatal IVPT accident 4/23/2012 X-Original-To: Lancair Mailing List MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="1688457910-498010138-1335811557=:77707" --1688457910-498010138-1335811557=:77707 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Lynn =0A=A0=0AI have raised the issue regarding the holes cut in the aft fu= selage for the air-conditioning for several years. Several years ago I sat = at a table with=A0Martin Hollman, and Tim Ong and we talked in general=A0ab= out gross weight increases over the years, modifications to the fuselage, e= tc. etc. Martin agreed at that time that the only solution was to=A0 have a= new stress and flutter analysis performed.=0AHe raised a red flag regardin= g the AC holes. =0A=A0=0AI would suggest Lancair together with Lancair IV o= wners initiated a stress and flutter analysis of the current state of the f= leet. Turbines/IVP's with winglets etc. etc. considering newly recommended = the gross weights and airframe modifications.=0A=0ABrent very ably addresse= s the issue when you are facing=A0weather and you know you have a fragile a= irframe that you have cut two large holes in. =0A=0AHere is his letter rega= rding another accident in which all the blame goes to the weather. I can th= ink of several others that faced--- something----=A0and did not fly out the= other side. I wonder, if they had a sound=A0airframe going in. The latest = accident has me questioning---just how bad was this weather that caused air= frame to come apart? Was airframe capable of handling 3G-5G=A0??=0A=0A=A0= =0AReread Brent Reagan's post from the Lancair list.=0A=A0=0A=A0To all Lanc= air Pilots;=0A=A0=0ALate last month I was contacted by the NTSB in Atlanta = regarding the crash of=A0 N29ME. It seems that there was an CFS EFIS-2000 s= ystem installed in the airplane and they had recovered the IDUs from the = =0Awreckage. They had learned from Kirk that the IDUs contained logs of the= last few flights and asked if I could recover the data for them.=0A=0AI re= ceived the IDUs late last week and although the units had been severely dam= aged I was able to remove the flash data card from the MFD and, after some = repair work, extract the log files.=0A=0AThe investigation into this accide= nt is ongoing and detailed public discussions of the data and conclusions s= hould be reserved until the NTSB final report is issued. However, this repo= rt is some months away =0Aand there are two generic safety issues that that= I would like to discuss in the hope of improving flight safety during this= thunder storm season.=0A=0A=A0From the Preliminary report:=0AThe last flig= ht left Portland Indiana at 15:45 eastern daylight time and proceeded norma= lly for just under two hours when, at 17:30 the pilot requested a left devi= ation for weather. The deviation was not granted =0Auntil approximately 8 m= inutes later when the pilot then turned right 70 degrees and remained on th= at course for 11 minutes while he descended from 17,000 to 13,000 feet. The= plane then turned left, back on course. =0AClearance was given to 11,000 f= eet and the last communication was at 17:49. The last radar contact was at = 17:55 at 11,700 feet. Level 5 thunderstorms were reported in the area.=0A= =0AThe data log records the conditions of flight once every 5 seconds. A ne= w data log is created when the system starts in flight mode and continues r= ecording until power is interrupted or the system resets. The =0Alast 8 dat= a points of the flight (35 seconds) show that while cruising at 187 KIAS th= e the nose pitched up 20 degrees and the plane climbed to 12,436 at a peak = of 5,328 fpm and banked left 50 degrees (imagine a wing =0Aover). At 113 KI= AS the nose pitched down 29 degrees below horizontal with a left bank angle= of 80 degrees. The G meter never goes negative but a large drop in oil pre= ssure indicates that it may have been =0Anegative between data points.=0A= =0AThe plane is in a steep left spiral dive with the peak rate of decent re= aching 12,685 fpm. OAT is falling from 35 degrees F to 27 degrees F. Engine= power remains unchanged from the cruise setting of 70% and 2,400 =0Arpm. G= forces are rising as the nose starts to come up.=0AThe last data point is = at 9,146 feet with the plane pitched down 35 degrees (decreasing) and banke= d left 71 degrees (also decreasing). =0ADecent rate is 10,208 fpm and airsp= eed is 253 KIAS. The airspeed is increasing at 7.1 knots per second and at = this rate Vne will be reached in less than 3 seconds. The G load is 3.75 Gs= positive (it had climbed =0Afrom 0.68 Gs in the last 10 seconds). Within 5= seconds an event occurs that an observer on the ground hears and describes= as an explosion...=0A=0AI can not say what actually happened in this case.= We can consider a hypothetical scenario as a way to better understand the = dynamics of flight. Imagine that the plane flew through an updraft / downdr= aft wind =0Ashear. A sudden drop in OAT can indicate a downdraft. While in = the downdraft, the ground track shows the plane reversed course with the fi= nal data point being just before re-penatrating the downdraft / =0Aupdraft = interface. It is easy to imagine that the wind shear could apply the additi= onal loads needed to fail the wings.=0A=0ABesides the sorrow of loosing fou= r souls, members of the Lancair community, there are two things that are, i= n my view, most apparent. The pilot requested a deviation for weather that = the controller did not =0Agrant due to traffic. "Weather" in this case was = level 5 thunder storm cells. I cannot say what the pilot should have done b= ut he did have the option of saying "unable" or "I am declaring an emergenc= y and turning =0Aleft". Controllers are sitting safe and snug on the ground= . The pilot is responsible for the safety of the flight regardless of what = the controller says. If you are in an unsafe situation, do whatever you nee= d to do to change problems that must be solved in the air to problems that = can be solved on the ground. The worst administrative action is far better = than the best funeral. The second apparent thing is that if you know you ar= e about to get, or are being, knocked around, get your speed down under Va = and keep the wings level. Pitch for speed and power for altitude. Never div= e for an =0Aassigned altitude. We all know these things but it can't hurt t= o review them in your mind to reinforce the understanding of your responsib= ilities as PIC.=0A=0AMy deepest sympathies and heartfelt condolences go to = the families and friends of the victims.=0A=0ATo everyone else, fly safe, p= lease.=0A=0ARegards=0ABrent Regan=0A---------------------------------------= -------------------------------------------=0A=A0=0AMy inspections over the= years have brought several areas of weakness to light. I would suggest all= owners check their airplanes for a debonding of the skin between the very = aft end of the main landing gear doors. =0A=A0=0AAlso check for structural = security and construction of the box that surrounds the elevator push tube.= =0AWith someone's help, go to the tail tiedown area=A0and push up with you= r=A0back. You will see movement of the skin if there is a debond.=A0 Quite = often when I have discovered this I asked the owner if he was a self-taught= pilot? And did he have any hard landings? Most admitted it.=A0I recall one= case (pre-Buy) in Northern California where the owner refused to consider = fixing this situation to effect the sale. He didn't think it was=A0a big is= sue at all.=0A=A0=0A=A0=0AAdditionally=A0 I suggest you read http://www.van= saircraft.com/pdf/hp_limts.pdf=0A=A0=0A=A0=0ACharlie K.=0A=0ASee me on the = web at =0Awww.Lancair-IV.com=0A=0A=0A=0A________________________________=0A= From: Lynn Farnsworth =0ATo: lml@lancaironline.net = =0ASent: Wednesday, April 25, 2012 4:24 PM=0ASubject: [LML] Re: Harry Leagu= e & Pat Franzen fatal IVPT accident 4/23/2012=0A=0A=0A=A0=0A=A0=0A=A0=A0=A0= =0A=A0=0ASubject:Harry League & Pat Franzen fatal IVPT accident 4/23/2012= =0AIt is my sad duty to report Mr. Harry League and Mr. Pat Franzen were ki= lled yesterday when the IVPT, N66HL, =0A=A0=0A[Lynn Farnsworth] It appears = to me that the aircraft disintegrated in-flight. What kind of flight profil= e would include doing training that would lead to an in-flight breakup? --1688457910-498010138-1335811557=:77707 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
Ly= nn
 
I have raised the is= sue regarding the holes cut in the aft fuselage for the air-conditioning fo= r several years. Several years ago I sat at a table with Martin Hollma= n, and Tim Ong and we talked in general about gross weight increases o= ver the years, modifications to the fuselage, etc. etc. Martin agreed at th= at time that the only solution was to  have a new stress and flutter a= nalysis performed.
He raised a red flag= regarding the AC holes.
 
I would suggest Lanc= air together with Lancair IV owners initiated a stress and flutter analysis= of the current state of the fleet. Turbines/IVP's with winglets etc. etc.<= /SPAN> considering newly recommended the gross weights and airframe modific= ations.
 
Brent very ably addresses the issue when you are= facing weather and you know you have a fragile airframe that you have= cut two large holes in.
 
Here is his letter regarding another accident in= which all the blame goes to the weather. I can think of several others tha= t faced--- something---- and did not fly out the other side. I wonder,= if they had a sound airframe going in. The latest accident has me que= stioning---just how bad was this weather that caused airframe to come apart= ? Was airframe capable of handling 3G-5G ??
 
 
Reread Brent Reagan's post from the Lancair list= .
 
&n= bsp;To all Lancair Pilots;
 
Late last month I was contacted= by the NTSB in Atlanta regarding the crash of  N29ME. It seems that there was an CFS EFIS-= 2000 system installed in the airplane and they had recovered the IDUs from = the
wreckage. They had learned from Kirk that the IDUs contained logs o= f the last few flights and asked if I could recover the data for them.
<= BR>I received the IDUs late last week and although the units had been sever= ely damaged I was able to remove the flash data card from the MFD and, afte= r some repair work, extract the log files.

The investigation into th= is accident is ongoing and detailed public discussions of the data and conc= lusions should be reserved until the NTSB final report is issued. However, = this report is some months away
and there are two generic safety issues tha= t that I would like to discuss in the hope of improving flight safety durin= g this thunder storm season.

 From the Preliminary report:
T= he last flight left Portland Indiana at 15:45 eastern daylight time and pro= ceeded normally for just under two hours when, at 17:30 the pilot requested= a left deviation for weather. The deviation was not granted
until appr= oximately 8 minutes later when the pilot then turned right 70 degrees and r= emained on that course for 11 minutes while he descended from 17,000 to 13,= 000 feet. The plane then turned left, back on course.
Clearance was giv= en to 11,000 feet and the last communication was at 17:49. The last radar contact was at 17:55 at 11,700 feet. Level 5 thunderstorm= s were reported in the area.

The data log records the conditions of flight once every 5 seconds. A new data log is created when the system sta= rts in flight mode and continues recording until power is interrupted or th= e system resets. The
last 8 data points of the flight (35 seconds) show= that while cruising at 187 KIAS the the nose pitched up 20 degrees and the= plane climbed to 12,436 at a peak of 5,328 fpm and banked left 50 degrees = (imagine a wing
over). At 113 KIAS the nose pitched down 29 degrees bel= ow horizontal with a left bank angle of 80 degrees. The G meter never goes = negative but a large drop in oil pressure indicates that it may have been <= BR>negative between data points.

The plane is in a steep left spiral= dive with the peak rate of decent reaching 12,685 fpm. OAT is falling from= 35 degrees F to 27 degrees F. Engine power remains unchanged from the crui= se setting of 70% and 2,400
rpm. G forces are rising as the nose starts= to come up.
The last data point is at 9,146 feet with the plane pitched down 35 degrees (decreasing) and banked left 71 degrees (also decr= easing).
Decent rate is 10,208 fpm and airspeed is 253 KIAS. The airspe= ed is increasing at 7.1 knots per second and at this rate Vne will be reach= ed in less than 3 seconds. The G load is 3.75 Gs positive (it had climbed <= BR>from 0.68 Gs in the last 10 seconds). Within 5 seconds an event occurs t= hat an observer on the ground hears and describes as an explosion...
I can not say what actually happened in this case. We can consider a hypot= hetical scenario as a way to better understand the dynamics of flight. Imag= ine that the plane flew through an updraft / downdraft wind
shear. A su= dden drop in OAT can indicate a downdraft. While in the downdraft, the grou= nd track shows the plane reversed course with the final data point being ju= st before re-penatrating the downdraft /
updraft interface. It is easy = to imagine that the wind shear could apply the additional loads needed to fail the wings.

Besides the sorrow of loosing four souls,= members of the Lancair community, there are two things that are, in my vie= w, most apparent. The pilot requested a deviation for weather that the cont= roller did not
grant due to traffic. "Weather" in this case was level 5= thunder storm cells. I cannot say what the pilot should have done but he d= id have the option of saying "unable" or "I am declaring an emergency and t= urning
left". Controllers are sitting safe and snug on the ground. The = pilot is responsible for the safety of the flight regardless of what the co= ntroller says. If you are in an unsafe situation, do whatever you need to d= o to change problems that must be solved in the air to problems that can be= solved on the ground. The worst administrative action is far better than t= he best funeral. The second apparent thing is that if you know you are abou= t to get, or are being, knocked around, get your speed down under Va and keep the wings level. Pitch for speed and power for altitude. Never di= ve for an
assigned altitude. We all know these things but it can't hurt= to review them in your mind to reinforce the understanding of your respons= ibilities as PIC.

My deepest sympathies and heartfelt condolences go= to the families and friends of the victims.

To everyone else, fly s= afe, please.

Regards
Brent Regan
-------------------------------= ---------------------------------------------------
 
My inspections over the years h= ave brought several areas of weakness to light. I would suggest all owners = check their airplanes for a debonding of the skin between the very aft end = of the main landing gear doors.
 
Also check for structural secur= ity and construction of the box that surrounds the elevator push tube.
With someone's help, go to the = tail tiedown area and push up with your back. You will see moveme= nt of the skin if there is a debond.  Quite often when I have discover= ed this I asked the owner if he was a self-taught pilot? And did he have an= y hard landings? Most admitted it. I recall one case (pre-Buy) in Nort= hern California where the owner refused to consider fixing this situation t= o effect the sale. He didn't think it was a big issue at all.
 
 
Additiona= lly  I suggest you read http://www.vansaircraft.com/pdf/hp_limts.pdf
 
 
Charlie K= .
 
See me on the web at
 

From: Lynn= Farnsworth <farnsworth@charter.net>
To: lml@lancaironline.net
Sent: Wednesday, April 25, 2012 4:24 PM
Subject: [LML] Re: Harry League &= Pat Franzen fatal IVPT accident 4/23/2012

&n= bsp;
&n= bsp;
   
 
Subject: Harry League & Pat Franzen fatal IVPT accident 4/23/2012
It is my sa= d duty to report Mr. Harry League and Mr. Pat Franzen were killed yesterday= when the IVPT, N66HL,
&n= bsp;
[L= ynn Farnsworth] It appears to me that the aircraft disintegrated in-flight.= What kind of flight profile would include doing training that would lead t= o an in-flight breakup?
&n= bsp;


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