X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 05 Jun 2007 14:16:38 -0400 Message-ID: X-Original-Return-Path: Received: from smtp110.sbc.mail.mud.yahoo.com ([68.142.198.209] verified) by logan.com (CommuniGate Pro SMTP 5.1.9) with SMTP id 2085571 for lml@lancaironline.net; Tue, 05 Jun 2007 13:42:28 -0400 Received-SPF: none receiver=logan.com; client-ip=68.142.198.209; envelope-from=n98pb@sbcglobal.net Received: (qmail 58719 invoked from network); 5 Jun 2007 17:41:48 -0000 DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=s1024; d=sbcglobal.net; h=Received:X-YMail-OSG:From:To:Subject:Date:Message-ID:MIME-Version:Content-Type:X-Priority:X-MSMail-Priority:X-Mailer:Importance:Thread-Index:X-MimeOLE:In-Reply-To; b=wwHu87ZYeEClP3llia/7rtnJAPr4M/IBRe9lGSehPwZrIBoNfHMdrVUVeyWAUBNqjXTyDz0Pbc4xO9FGK3CX8Zovtz9Rn1mTlGXkVezGr6gvCI+ubTnCFoFFa2Ndc3BKMNsHXBvpViMa42ZHS72hs2RKxWcONNTauBP/HG0TUp8= ; Received: from unknown (HELO Sam) (n98pb@sbcglobal.net@75.39.218.236 with login) by smtp110.sbc.mail.mud.yahoo.com with SMTP; 5 Jun 2007 17:41:47 -0000 X-YMail-OSG: qS7ytREVM1mhYAfMxE7navmumyTe3qvkKFc6NJ5LGZ7J.lJJ6UxVO1tAoDV9lXHrE30QF0vWz9LXGKoFKn5Kk_i.ogf8VkwgLIVtdqmgT.htbVC3DEI- From: X-Original-To: "'Lancair Mailing List'" Subject: RE: [LML] Hickman's Accident: NTSB Probable Cause Report X-Original-Date: Tue, 5 Jun 2007 10:41:46 -0700 X-Original-Message-ID: <000801c7a798$cacfebc0$0201a8c0@Sam> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0009_01C7A75E.1E7113C0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6822 Importance: Normal Thread-Index: Acenc3dsvq1QgIfkQOWvZ7ORFBNFiQAIOMMg X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3028 In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_0009_01C7A75E.1E7113C0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Has the fuel pump been inspected, especially the aneroid bellows? I = have had a similar issue on takeoff, high fuel flow with a very rich mixture = to the point that people on the ground radioed that I was pouring black = smoke. I reduced the throttle as I had excess power and it smoothed the very = rough running engine so I felt confident it would continue running. I was = afraid to do much more and left it alone until I got back to terra firma. = After this exercise, the ignition was completely gone through, the fuel setup = was redone and all appeared perfect on run up, including a high speed taxi. = I took off again and it occurred once more. I local mechanic suggested = the fuel pump and aneroid valve. I sent the pump in for inspection and = rebuild if necessary. The aneroid was found to be sticking, it was rebuilt and = the problem has been gone for about 100 hours. I believe this could very = well be the problem, especially if the fuel set up was off to begin with. = The symptoms are exactly what I experienced. Placing the fuel pump on would increase the problem. =20 =20 The engine on each takeoff was indicating a perfect running engine until = I reached about 100 AGL. This is when the engine is able to wind up and = the fuel flow is at the maximum. It did not do it on run up or high speed = taxi. Hope this is of some help. =20 Pat Brunner LVP =20 -----Original Message----- From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of = Rick Argente Sent: Tuesday, June 05, 2007 6:15 AM To: lml@lancaironline.net Subject: [LML] Hickman's Accident: NTSB Probable Cause Report =20 The NTSB's probable cause report is now out on Dave Hickman's accident:=20 = http://www.ntsb.gov/ntsb/brief.asp?ev_id=3D20060522X00601&key=3D1=20 http://www.ntsb.gov/ntsb/GenPDF.asp?id=3DNYC06LA112&rpt=3Dfi=20 The National Transportation Safety Board determines the probable = cause(s) of this accident as follows:=20 The pilot's failure to maintain sufficient airspeed after takeoff to preclude a stall, which resulted in a loss of control and an inadvertent stall. Factors associated with the accident are the inadvertent stall, = the loss of engine power due to the pilot's inadvertent activation of the = high pressure auxiliary fuel pump, and the pilot's failure to abort the = takeoff after receiving abnormal engine and fuel flow warnings on the primary = flight display.=20 IMHO, I find it difficult to believe that accidentally activating the auxiliary fuel pump will cause the fuel flow to increase approximately = 10 gallons/hour (see detailed report) and cause the engine to fail. I read = the report a few times and cannot find any testing of the engine fuel pump. Only the electric/auxiliary fuel pump was tested based on the report. =20 Has any IV drivers here ever accidentally switched the aux fuel pump on while in flight? What happened? =20 -Rick =20 ------=_NextPart_000_0009_01C7A75E.1E7113C0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Hickman's Accident: NTSB Probable Cause Report

Has the fuel pump been inspected, especially the aneroid bellows?  I = have had a similar issue on takeoff, high fuel flow with a very rich mixture to = the point that people on the ground radioed that I was pouring black = smoke.  I reduced the throttle as I had excess power and it smoothed the very = rough running engine so I felt confident it would continue running.  I = was afraid to do much more and left it alone until I got back to terra = firma.  After this exercise, the ignition was completely gone through, the fuel = setup was redone and all appeared perfect on run up, including a high speed taxi.  I took off again and it occurred once more.  I local = mechanic suggested the fuel pump and aneroid valve.  I sent the pump in for inspection and rebuild if necessary.  The aneroid was found to be sticking, it was rebuilt and the problem has been gone for about 100 hours.  I believe this could very well be the problem, especially = if the fuel set up was off to begin with.  The symptoms are exactly what I experienced.  Placing the fuel pump on would increase the = problem. 

 

The engine on each takeoff was = indicating a perfect running engine until I reached about 100 AGL.  This is = when the engine is able to wind up and the fuel flow is at the maximum.  It = did not do it on run up or high speed taxi.  Hope this is of some = help.

 

Pat Brunner

LVP

 

-----Original = Message-----
From: Lancair Mailing = List [mailto:lml@lancaironline.net] On = Behalf Of Rick Argente
Sent: Tuesday, June 05, = 2007 6:15 AM
To: = lml@lancaironline.net
Subject: [LML] Hickman's = Accident: NTSB Probable Cause Report

 

The NTSB's probable cause report is now out on = Dave Hickman's accident:

        http://www.ntsb.gov/ntsb/bri= ef.asp?ev_id=3D20060522X00601&key=3D1

        http://www.ntsb.gov/ntsb/Gen= PDF.asp?id=3DNYC06LA112&rpt=3Dfi

The National Transportation Safety Board = determines the probable cause(s) of this accident as follows:

The pilot's failure to = maintain sufficient airspeed after takeoff to preclude a stall, which resulted in = a loss of control and an inadvertent stall. Factors associated with the = accident are the inadvertent stall, the loss of engine power due to the pilot's = inadvertent activation of the high pressure auxiliary fuel pump, and the pilot's = failure to abort the takeoff after receiving abnormal engine and fuel flow warnings = on the primary flight display.

IMHO, I find it difficult to believe that accidentally activating the auxiliary fuel pump will cause the fuel flow = to increase approximately 10 gallons/hour (see detailed report) and cause = the engine to fail.  I read the report a few times and cannot find any = testing of the engine fuel pump.  Only the electric/auxiliary fuel pump was = tested based on the report. 

Has any IV drivers here ever accidentally = switched the aux fuel pump on while in flight?  What happened?  =

-Rick 

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