X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 18 Aug 2005 13:12:21 -0400 Message-ID: X-Original-Return-Path: Received: from imo-m27.mx.aol.com ([64.12.137.8] verified) by logan.com (CommuniGate Pro SMTP 5.0c1) with ESMTP id 673475 for lml@lancaironline.net; Thu, 18 Aug 2005 11:24:40 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.8; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m27.mx.aol.com (mail_out_v38_r4.1.) id q.12f.638d4293 (3310) for ; Thu, 18 Aug 2005 11:23:50 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <12f.638d4293.30360205@aol.com> X-Original-Date: Thu, 18 Aug 2005 11:23:49 EDT Subject: Re: [LML] Report of my accident -- Secondary Lessons! X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1124378629" X-Mailer: 9.0 Security Edition for Windows sub 5009 X-Spam-Flag: NO -------------------------------1124378629 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 8/16/2005 8:49:29 P.M. Central Standard Time, don@cellarideas.com writes: In the initial set-up and prior to first flight the engine monitor was never set-up. I did that myself later and the fuel gauges were not properly calibrated. For that reason I NEVER flew more than 2.5-3 hours without topping both tanks and not flying greater than one hour unless I could see gas in the tank. That was an indication of half fuel. I had fueled up earlier in the week and logged 2.5 hours which I had entered in my log book Friday and prior to flying Sunday morning knew (in my mind) I had 1.5 hour fuel on board for a less than 30 minute flight where I intended to top-off. I selected the right tank to fly out on and about 20 minutes into my flight and ten miles out reported my position a minute or so later the engine quit and I selected left tank, it ran for a few moments and quit again. Even in my glide down I never thought I was out of gas. I concur with those that complimented Don on his handling of his engine out and off-airport landing - It couldn't have been better. Many will remember that "flying the airplane" is the lesson to be learned. There are other significant lessons: 1. Unless he had a waiver to fly to OSH, Don had at least 25 hours flown in the test flight area without calibrating or learning about the fuel monitoring system other than the variable rate of burn. He still didn't get the calibration done even after the return from OSH. The lesson here is that equipment that can supply important information should be working - As a matter of fact, the plane may have been un-airworthy since fuel gauges are required and must at least show "FAA empty." Do not overlook such details. BTW, how much fuel was still in the wings? 2. He did not know how much fuel is unusable in level flight or, especially in a descent. The lesson here is that for tanks which feed the engine directly, one must know how much fuel will not get to the pickup when in a climb (Vx, Vy) or, say a sustained 5 degree descent (or whatever the angle is at best glide speed). This amount can be determined on the ground when tilting the plane and seeing when the boost pump fails to find gas to pump - then measure how much remains in the tank (sometimes this can be found even before the wing is mounted on the plane by proper jigging). Also, it is likely that if you run a tank dry in level flight there will be no possibility of fuel availability in a descent. Assuming the slosh doors seal completely, there still is the possibility that persistent uncoordinated flight could lead to un-porting fuel if it is at some unknown low level. Heaven forbid one should try to take off with low fuel levels and have the engine stop during the climb out. Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) -------------------------------1124378629 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 8/16/2005 8:49:29 P.M. Central Standard Time,=20 don@cellarideas.com writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>In the=20 initial set-up and prior to first flight the engine monitor was
never=20 set-up. I did that myself later and the fuel gauges were not
properly=20 calibrated. For that reason I NEVER flew more than 2.5-3 hours
without= =20 topping both tanks and not flying greater than one hour unless
I could= see=20 gas in the tank. That was an indication of half fuel. I had
fueled up=20 earlier in the week and logged 2.5 hours which I had entered
in my log= =20 book Friday and prior to flying Sunday morning knew (in my
mind) I had= 1.5=20 hour fuel on board for a less than 30 minute flight
where I intended t= o=20 top-off. I selected the right tank to fly out on
and about 20 minutes=20= into=20 my flight and ten miles out reported my
position a minute or so later=20= the=20 engine quit and I selected left tank,
it ran for a few moments and qui= t=20 again. Even in my glide down I never
thought I was out of gas.
I concur with those that complimented Don on his handling of his engine= out=20 and off-airport landing - It couldn't have been better.  Many will reme= mber=20 that "flying the airplane" is the lesson to be learned.
 
There are other significant lessons:
 
1. Unless he had a waiver to fly to OSH, Don had at least 25 hours flow= n in=20 the test flight area without calibrating or learning about the fuel monitori= ng=20 system other than the variable rate of burn.  He still didn't get the=20 calibration done even after the return from OSH.  The lesson here is th= at=20 equipment that can supply important information should be working - As a mat= ter=20 of fact, the plane may have been un-airworthy since fuel gauges are required= and=20 must at least show "FAA empty."  Do not overlook such details.  BT= W,=20 how much fuel was still in the wings?
 
2. He did not know how much fuel is unusable in level flight or, especi= ally=20 in a descent.  The lesson here is that for tanks which feed the engine=20 directly, one must know how much fuel will not get to the pickup when in a c= limb=20 (Vx, Vy) or, say a sustained 5 degree descent (or whatever the angle is at b= est=20 glide speed).  This amount can be determined on the ground wh= en=20 tilting the plane and seeing when the boost pump fails to find gas to pump -= =20 then measure how much remains in the tank (sometimes this can be=20 found even before the wing is mounted on the plane by proper=20 jigging).  Also, it is likely that if you run a tank dry in level fligh= t=20 there will be no possibility of fuel availability in a descent.  Assumi= ng=20 the slosh doors seal completely, there still is the possibility that=20 persistent uncoordinated flight could lead to un-porting fuel if it is=20= at=20 some unknown low level.  Heaven forbid one should try to take off with=20= low=20 fuel levels and have the engine stop during the climb out.
 
 
Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL=20 (KARR)



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