X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 25 Sep 2013 12:22:13 -0400 Message-ID: X-Original-Return-Path: Received: from nm26-vm1.bullet.mail.gq1.yahoo.com ([98.136.216.128] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTPS id 6489572 for lml@lancaironline.net; Wed, 25 Sep 2013 11:06:57 -0400 Received-SPF: none receiver=logan.com; client-ip=98.136.216.128; envelope-from=mcmess1919@yahoo.com Received: from [98.137.12.190] by nm26.bullet.mail.gq1.yahoo.com with NNFMP; 25 Sep 2013 15:06:23 -0000 Received: from [208.71.42.212] by tm11.bullet.mail.gq1.yahoo.com with NNFMP; 25 Sep 2013 15:06:23 -0000 Received: from [127.0.0.1] by smtp223.mail.gq1.yahoo.com with NNFMP; 25 Sep 2013 15:06:23 -0000 X-Yahoo-Newman-Id: 104650.87517.bm@smtp223.mail.gq1.yahoo.com X-Yahoo-Newman-Property: ymail-3 X-YMail-OSG: ikjJXZ8VM1lEdp8emGjkRAcy3T.rMx20lAd4416x9oo9j.K 4VH0cJwdWFxen879rn7e7iUuApovDTRFnM8v3irMBRQs0lCqkU7yOqAYi5C7 wtiDLFqN_ACQqzU1fE_7nsxiUEfKSEoAcYkewgN.MTIRaMQgaUPtA8_QgWkK Xy1BSxty0ioS0u5LQ9LNyvuc0uhgijzkcEhxa6Pk92P0xdcTTva37s9ZlqW9 aZf6q9QSEqtG5DAEjjjLKqnKdrCNLyiUKpwlu23URX9XRA.krtS9JayfIO_u qi9_xhccozXJVG5_ANeFNfE.Y45fcGHuP4_0oiC8wBJzlVSDb2buUQ0cmUsP p1B.nCbwIrs6AvC4_0rWWbG2dfuOHNiffPdtJho84wMYPZsz4C4.uR6a6wm_ qusevB_8.31ETfjDCv0myNK4lL_8WuW1gTbzNBcRjvI0BT1J2WrF4b6Ok9aB IPjMcgSarclW6UD_GQMAWXbVmI0zSE6f1tf8V48o67FVlTJUdLNOF8bwTTWO vERNSFSMwzAKCZtaz93vuDXq5XJT6Wq88WU5dMnL1Rn2020LtarE- X-Yahoo-SMTP: rK4i7HqswBC7mDE8.sOiWQeO4CeReXc- X-Rocket-Received: from StevePC (mcmess1919@24.28.82.105 with ) by smtp223.mail.gq1.yahoo.com with SMTP; 25 Sep 2013 15:06:22 +0000 UTC From: "Steve Colwell" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: Question on Legacy MG Strut X-Original-Date: Wed, 25 Sep 2013 10:06:29 -0500 X-Original-Message-ID: <010101ceba00$d0bf7e20$723e7a60$@com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0102_01CEB9D6.E7E97620" X-Mailer: Microsoft Office Outlook 12.0 Thread-Index: Ac657ydrPzAegiceTwebMkXqs6GTQQAD/rTw Content-Language: en-us This is a multi-part message in MIME format. ------=_NextPart_000_0102_01CEB9D6.E7E97620 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I'm with Colyn on this, if Lancair wants to keep Strut repair in house I don't think it is about revenue on Struts. At the last Lancair fly-in in Redmond a few years ago, Scott Decker who was the strut specialist, walked us thru the many running changes that had been made. There are a lot of ways to screw up if you do-it-yourself. Steve Colwell Legacy RG From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Colyn Case Sent: Wednesday, September 25, 2013 7:59 AM To: Lancair Mailing List Subject: [LML] Re: Undeliverable mail: Re: [LML] Re: Question on Legacy MG Strut I'm not sure of all the issues here but I can imagine Lancair needing to make tough decisions where to put their resources. In any case, I suspect more money flows into Lancair from the President than flows out. On Sep 25, 2013, at 7:51 AM, Mike's Gmail wrote: The funny thing! I use to be able to buy seal kits from Lancair. Now that the President of Lancair owns the landing gear company, you no longer can. In my world we call that a monopoly or conflict of interest. Not very good for business. A hangar mate across the way got so pissed about this he just sold his ES. Said if you can work with the company that made your airplane parts I'm selling, and he did! Mike Larkin 424LL Sent from my iPhone On Sep 24, 2013, at 2:30 PM, Paul Miller wrote: I found your note on the liability waiver and refusal to provide instructions an interesting position by Lancair. I'd like to expand the topic and make a few comments about owners being able to maintain their aircraft in an airworthy condition. I have personal and group involvement in this matter with certified aircraft. For decades the alphabet groups and FAA and manufacturers have been fighting over the FARs that requires type certificated US aircraft manufacturers to make available airworthiness instructions to the "owner" so that the aircraft can be maintained in an airworthy condition at all times. This means instructions, parts availability, CRMs and more. Many manufacturers have gone to extremes to satisfy that requirement. Some firms like Airbus do not want to disclose proprietary data and have purposely not adhered to the FARs in this respect and forced owners to overhaul or replace parts at great expense. Those battles continue. Conversely, companies like Beech and Cessna have long made the parts and data available and Cessna will even cross-reference Cessna part numbers for original part numbers so you can go source the original or generic part needed (o-rings, motors, brushes etc). King Air landing gear (for example) is arguably more complex than an ESCO strut but the Beech gear can: a) be exchanged at Beech or b) sent to any shop of your choice qualified in that category or c) repaired and overhauled in your own hangar. That's because Beech makes available to owners and shops all the Component Repair Manuals and instructions needed to accomplish the tasks. While Lancairs may be different because of the experimental category, these aircraft must still be maintained in an airworthy condition. Therefore, I would argue that Lancair should make the data available to any owner or shop so that Lancairs can be maintained in an airworthy condition whether it be repairs, overhauls, inspections or whatever is needed to ensure airworthiness. Those procedures and the parts necessary to maintain them are part of what makes the Lancair an airplane--not just the original kit. If I were running the ship, I'd do whatever I can to make the operating costs for Lancairs as low as possible. I'd publish and sell a complete set of manuals for overhaul and repair instructions (as TCM does for the engine) plus I'd offer to perform the work in-house as well (if that makes sense). That makes for a very happy owner group and keeps costs under control and allows everyone in the world to maintain an airworthy airplane. It is the owner's airplane, the owner's strut and the owner's responsibility to maintain it in an airworthy condition. The data to keep it airworthy is not proprietary and should not be locked away in someone else's cabinet. That's just wrong. I could be wrong but I look forward to comments on that position and I suggest anyone looking to buy any airplane simply ask where all the instructions for continued airworthiness reside. The answers can be revealing. Paul On 24 September 2013 04:19, Valin & Allyson Thorn wrote: Paul, Normally this work is done by Lancair and that is their strong preference. We wanted to do it ourselves for its educational value. After some deliberations, Lancair agreed and required us signing a liability waiver and they would provide absolutely no instructions but would sell us the seals. ------=_NextPart_000_0102_01CEB9D6.E7E97620 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

I’m with Colyn on this, if Lancair wants to keep Strut repair = in house I don’t think it is about revenue on Struts.  At the = last Lancair fly-in in Redmond a few years ago, Scott Decker who was the = strut specialist, walked us thru the many running changes that had been = made.  There are a lot of ways to screw up if you = do-it-yourself. 

 

Steve Colwell  Legacy RG

 

From:= = Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of = Colyn Case
Sent: Wednesday, September 25, 2013 7:59 = AM
To: Lancair Mailing List
Subject: [LML] Re: = Undeliverable mail: Re: [LML] Re: Question on Legacy MG = Strut

 

I'm not sure = of all the issues here but I can imagine Lancair needing to make tough = decisions where to put their resources.   In any case, I suspect = more money flows into Lancair from the President than flows = out.

 

 

 

On = Sep 25, 2013, at 7:51 AM, Mike's Gmail wrote:

 

The funny thing!  I use to be able to buy seal = kits from Lancair.  Now that the President of Lancair owns the = landing gear company, you no longer can.  In my world we call that = a monopoly or conflict of interest.  Not very good for business. =  

 

A = hangar mate across the way got so pissed about this he just sold his ES. =  Said if you can work with the company that made your airplane = parts I'm selling, and he did!

 

 

Mike Larkin

 

424LL

Sent from my = iPhone


On Sep 24, 2013, at 2:30 PM, Paul = Miller <pjdmiller@gmail.com> = wrote:

I found your = note on the liability waiver and refusal to provide instructions an = interesting position by Lancair.  I'd like to expand the topic and = make a few comments about owners being able to maintain their aircraft = in an airworthy condition.  I have personal and group involvement = in this matter with certified aircraft.

 

For decades = the alphabet groups and FAA and manufacturers have been fighting over = the FARs that requires type certificated US aircraft manufacturers to = make available airworthiness instructions to the "owner" so = that the aircraft can be maintained in an airworthy condition at all = times.  This means instructions, parts availability, CRMs and more. =  Many manufacturers have gone to extremes to satisfy that = requirement.

 

Some firms = like Airbus do not want to disclose proprietary data and have purposely = not adhered to the FARs in this respect and forced owners to overhaul or = replace parts at great expense.  Those battles continue.   = Conversely, companies like Beech and Cessna have long made the parts and = data available and Cessna will even cross-reference Cessna part numbers = for original part numbers so you can go source the original or generic = part needed  (o-rings, motors, brushes etc).  King Air landing = gear (for example) is arguably more complex than an ESCO strut = but the Beech gear can:

 

 a) be = exchanged at Beech or

 b) sent = to any shop of your choice qualified in that category = or

 c) = repaired and overhauled in your own = hangar.

 

That's = because Beech makes available to owners and shops all the Component = Repair Manuals and instructions needed to accomplish the = tasks.

 

While = Lancairs may be different because of the experimental category, these = aircraft must still be maintained in an airworthy condition. =  Therefore, I would argue that Lancair should make the data = available to any owner or shop so that Lancairs can be maintained in an = airworthy condition whether it be repairs, overhauls, inspections or = whatever is needed to ensure airworthiness.  Those procedures and = the parts necessary to maintain them are part of what makes the Lancair = an airplane--not just the original = kit.

 

If I were = running the ship, I'd do whatever I can to make the operating costs for = Lancairs as low as possible.  I'd publish and sell a complete set = of manuals for overhaul and repair instructions (as TCM does for the = engine) plus I'd offer to perform the work in-house as well (if that = makes sense).  That makes for a very happy owner group and keeps = costs under control and allows everyone in the world to maintain an = airworthy airplane.

 

It is the = owner's airplane, the owner's strut and the owner's responsibility to = maintain it in an airworthy condition.  The data to keep it = airworthy is not proprietary and should not be locked away in someone = else's cabinet.  That's just = wrong.

 

I could be = wrong but I look forward to comments on that position and I suggest = anyone looking to buy any airplane simply ask where all the instructions = for continued airworthiness reside.   The answers can be = revealing.

 

Paul

On 24 = September 2013 04:19, Valin & Allyson Thorn <thorn@starflight.aero> wrote:

Paul,

Normally this work is done by = Lancair and that is their strong preference.  We wanted to do = it ourselves for its educational value.  After some = deliberations, Lancair agreed and required us signing a liability waiver = and they would provide absolutely no instructions but would sell us the = seals.

 

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