X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 06 Jan 2010 16:15:37 -0500 Message-ID: X-Original-Return-Path: Received: from n4a.bullet.mail.ac4.yahoo.com ([76.13.13.67] verified) by logan.com (CommuniGate Pro SMTP 5.3.0) with SMTP id 4067211 for lml@lancaironline.net; Wed, 06 Jan 2010 15:20:11 -0500 Received-SPF: none receiver=logan.com; client-ip=76.13.13.67; envelope-from=mattreeves@yahoo.com Received: from [76.13.13.26] by n4.bullet.mail.ac4.yahoo.com with NNFMP; 06 Jan 2010 20:19:36 -0000 Received: from [76.13.10.164] by t3.bullet.mail.ac4.yahoo.com with NNFMP; 06 Jan 2010 20:19:36 -0000 Received: from [127.0.0.1] by omp105.mail.ac4.yahoo.com with NNFMP; 06 Jan 2010 20:19:36 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 13631.67854.bm@omp105.mail.ac4.yahoo.com Received: (qmail 43732 invoked by uid 60001); 6 Jan 2010 20:19:35 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=Message-ID:X-YMail-OSG:Received:X-Mailer:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=f4eetIXsNw8NADHgy915Ld6iSO5W5oJ7sRRIr8nDmBm9o2R54tPiIYXMQf7n5fxQyXHXAht0PfFNUHeKAbmoT42LeIJbpDq+MoRI02Ea3DCStChl/AGaDs63KpQYb3eO86dfeA4s1J1wYeBMMJLlDZhrgmLko4MIF/DQhwA+nYc=; X-Original-Message-ID: <803838.43210.qm@web65404.mail.ac4.yahoo.com> X-YMail-OSG: Jjf0LPsVM1ndxMAE0upov_ylb8psOzbDeZFX2sWDWCPpgyJPhvA9RYeJHrvATxJKMiHnsIuCkbC7q8oL_tyCZ.rVPRVnbwn6zzek6d7Qqyuk9cUdTpWZTwYl6_iup.ILaEuWWt36sxh9MDaSFNqfLk5VysKQVc1GohbuaGbBirvP6.eJOJxmaqvCSj_nkF4MQ6oIn.HVC4I8cg49Fqhc53ymPD21Zu3nhLLhOL9kFKOdpMUinpEw50bdmIpzqtexPRpsCjx2zwXf8KlajtGQ0QQm3x4_3eTgWC7FOzVNLgGmdiIn_5ln9NgWsG62VwzC4KikKSosKIsPchYI5d2Cs3EWssOhL2Wgpc5BAKuirRh46NtjRD9mGj4- Received: from [74.34.211.8] by web65404.mail.ac4.yahoo.com via HTTP; Wed, 06 Jan 2010 12:19:35 PST X-Mailer: YahooMailClassic/9.0.20 YahooMailWebService/0.8.100.260964 X-Original-Date: Wed, 6 Jan 2010 12:19:35 -0800 (PST) From: Matt Reeves Subject: Re: [LML] Re: 2009 Lancair Accidents factoids X-Original-To: Lancair Mailing List In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-932037511-1262809175=:43210" --0-932037511-1262809175=:43210 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Not to be negative but how many Lancairs flew in 2009 compared to 2008?=A0 = Or any airplane for that matter?=A0 Just a few years ago, I'd see and hear = planes fly all the time.=A0 Now, I'm lucky to hear one a month and never se= e them.=A0 Sadly, GA is dying.=A0 In Rochester, it's $80 to land a small pl= ane - $40 ramp fee plus $40 landing fee. =A0 Less planes fly, less planes c= rash but I'm not sure that should be interpreted as an improvement. --- On Wed, 1/6/10, vtailjeff@aol.com wrote: From: vtailjeff@aol.com Subject: [LML] Re: 2009 Lancair Accidents factoids To: lml@lancaironline.net Date: Wednesday, January 6, 2010, 6:16 AM =0A=0A =0AInteresting fact: 9 serious (four fatal with 7 fatalities) Lancair accid= ents last year. This is=A0down from 20 accidents (12 fatal with 21 fataliti= es) in 2008. Not a single serious accident in 2009 involved a LOBO member. = This parallels COPA's membership accident statistics as well. Keep it up!= =0A=0A=0A=A0=0A=0A=0AJeff Edwards=0A=0A=0APresident, LOBO =0A=0A=0A=0A=0A =0A =0A=0A=0A-----Original Message----- =0AFrom: Robert Mitchell =0ATo: lml@lancaironline.net =0ASent: Tue, Jan 5, 2010 10:19 pm =0ASubject: [LML] Re: Fuel Planning =0A =0A=0A=0A=0A=0ASome random experiences in Fuel (mis)management.=0A=0A=0A=A0= =0A=0A=0AGotcha #1.=A0 Left Madison, Wisc, minetes ahead of a rapid moving = cold front in a C-180 ambhibian.=A0 Full tanks, checked cover on old style = fuel tank - appeared on (the wing is 12+ feet in the air) so didn't crawel = the ladder!=A0 On way to Midway airport, swithched tanks over what is now T= ri-State expressway.=A0 Tank # 2 empty because cap loose under the old styl= e cover.=A0 Landed without incident on the Tri-state (prior to concrete bei= ng laid.)=0A=0A=0A=A0=0A=0A=0AGotcha #2.=A0 In a T-6.=A0 Three hours Fuel i= n two tanks, switching tanks every 1/2 hour.=A0 Made fuel selector swith tw= ice without problem, on third switch attempt the selector handle broke off.= =A0 Now unable to fly on fuller tank, so diverted to alternate airport and = landed.=A0 No passenger in back seat as there is a second selector there.= =A0 Henceforth carried a vicegrip as do about 1/3 of the knowledgeable T-6 = pilots.=0A=0A=0A=A0=0A=0A=0AGotcha #3.=A0 In a twin comanche with tip tanks= ..=A0 Heated hangar in N. Wisc.=A0 Drained during preflight a small amount o= f fuel from the twins peculiar low point central drain.=A0 Left for Florida= , with full mains, full aux and full tips.=A0My proceedure is to taxi out o= n the mains, switch to aux for run up then back to mains for take off.=A0 U= neventfull cruise at 8500'.=A0 Full aux and tips showing on the gauges. At = cruise I swith to left Aux tank, engine quites, back to main everything ok.= =A0 Same with rt engine.=A0 Analysis frozen water in both aux tanks.=A0 Aft= er landing and over night in heated hanger drain over a gallon of water fro= m sump.=A0 A/c always hangared!=0A=0A=0A=A0=0A=0A=0AGotcha#4.=A0I was check= ing out a CFI in a tailwheel Aeronca Champ, 85hp it had a fuel system not u= nlike a Lnc-2. Header tank, 2 wing tanks that gravity feed to the header.= =A0 The CFI "student" checks the fuel.=A0 " half full header, half full win= g aux tanks".=A0 We were only going to do touch and goes in Sedona, AZ.=A0 = After 2-3 landings=A0we turned on the aux which drains into the mains so as= to continue=A0circuits and the 4th landing was "dead stick".=A0=0A=0A=0A= =A0=0A=0A=0AMoral of the story(s), is that; when possible I fly on the top = half of the tanks and enjoy the luxury of capacitance gauges, fuel flow/tot= alizers and hopefully no more=A0GOTCHA'S. =0A=0A=0A=A0=0A=0A=0ABob Mitchell= =0A=0A=0AL320=0A=0A=0A=A0=0A =0A=0A=0A =0ASubject: [LML] Re: Fuel Planning =0A =0A=0A=0A=0A=0A=0A=0AI rely heavily on the fuel totalizer in the Velocity.= =A0 On refueling, it is invariably accurate to within a gallon on a 30-70 g= allon burn, but there=A0is one scenario where reliance on the totalizer can= leave you in the lurch, and a bad one at that.=A0 If a leak develops upstr= eam of the fuel totalizer sensor, or you leave a fuel cap off, you can be d= raining or vacuuming a large fraction of your fuel overboard, but the fuel = totalizer does not recognize this loss, nor will you, if you rely only on t= he totalizer.=A0 =0A=0A=0A=A0=0A=0A=0AAccordingly, we need a means of sensi= ng, or directing reading of, the fuel left in the tank(s) to know that we h= aven't had an unexpected loss and that we can rely on the fuel totalizer.= =0A=0A=0A =0AChuck Jensen =0A=0A=0A=0A=A0=0A=0A=0A=0A=0A=0A=0A --0-932037511-1262809175=:43210 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable <= /tr>
Not to be negative but how many Lancairs flew= in 2009 compared to 2008?  Or any airplane for that matter?  Jus= t a few years ago, I'd see and hear planes fly all the time.  Now, I'm= lucky to hear one a month and never see them.  Sadly, GA is dying.&nb= sp; In Rochester, it's $80 to land a small plane - $40 ramp fee plus $40 la= nding fee.   Less planes fly, less planes crash but I'm not sure that = should be interpreted as an improvement.

--- On Wed, 1/6/10, vtai= ljeff@aol.com <vtailjeff@aol.com> wrote:

From: vtailjeff@aol.com <vtailjeff@aol.com>
Subject= : [LML] Re: 2009 Lancair Accidents factoids
To: lml@lancaironline.netDate: Wednesday, January 6, 2010, 6:16 AM

=0A=0A

=0AInteresting fact: 9 serious (four fata= l with 7 fatalities) Lancair accidents last year. This is down from 20= accidents (12 fatal with 21 fatalities) in 2008. Not a single serious acci= dent in 2009 involved a LOBO member. This parallels COPA's membership accid= ent statistics as well. Keep it up!
=0A=0A=0A
 
=0A=0A= =0A
Jeff Edwards
=0A=0A=0A
President, LOBO
=0A
=0A=0A= =0A
=0A
=0A
=0A=0A=0A
-----Original = Message-----
=0AFrom: Robert Mitchell <rmitch1@hughes.net>
=0AT= o: lml@lancaironline.net
=0ASent: Tue, Jan 5, 2010 10:19 pm
=0ASubjec= t: [LML] Re: Fuel Planning
=0A
=0A=0A=0A
=0A=0A
Some random experiences in Fuel (mis)m= anagement.
=0A=0A=0A
 
=0A=0A=0A
Gotcha #1.  Left Madison, Wisc, minetes ahead of a rapid m= oving cold front in a C-180 ambhibian.  Full tanks, checked cover on o= ld style fuel tank - appeared on (the wing is 12+ feet in the air) so didn'= t crawel the ladder!  On way to Midway airport, swithched tanks over w= hat is now Tri-State expressway.  Tank # 2 empty because cap loose und= er the old style cover.  Landed without incident on the Tri-state (pri= or to concrete being laid.)
=0A=0A=0A
 
=0A=0A=0A
Gotcha #2.&nbs= p; In a T-6.  Three hours Fuel in two tanks, switching tanks every 1/2= hour.  Made fuel selector swith twice without problem, on third switc= h attempt the selector handle broke off.  Now unable to fly on fuller = tank, so diverted to alternate airport and landed.  No passenger in ba= ck seat as there is a second selector there.  Henceforth carried a vic= egrip as do about 1/3 of the knowledgeable T-6 pilots.
=0A=0A= =0A
 
=0A=0A=0A
Gotcha #3.  In a twin comanche with tip tanks.  He= ated hangar in N. Wisc.  Drained during preflight a small amount of fu= el from the twins peculiar low point central drain.  Left for Florida,= with full mains, full aux and full tips. My proceedure is to taxi out= on the mains, switch to aux for run up then back to mains for take off.&nb= sp; Uneventfull cruise at 8500'.  Full aux and tips showing on the gau= ges. At cruise I swith to left Aux tank, engine quites, back to main everyt= hing ok.  Same with rt engine.  Analysis frozen water in both aux= tanks.  After landing and over night in heated hanger drain over a ga= llon of water from sump.  A/c always hangared!
=0A=0A=0A&nb= sp;
=0A=0A=0A
Gotcha#4. I was checking out a CFI in a tailwheel Aeronca Ch= amp, 85hp it had a fuel system not unlike a Lnc-2. Header tank, 2 wing tank= s that gravity feed to the header.  The CFI "student" checks the fuel.=   " half full header, half full wing aux tanks".  We were only go= ing to do touch and goes in Sedona, AZ.  After 2-3 landings we tu= rned on the aux which drains into the mains so as to continue circuits= and the 4th landing was "dead stick". 
=0A=0A=0A
 =0A=0A=0A
Moral of the story(s), is that; when possible I fly on the top half of = the tanks and enjoy the luxury of capacitance gauges, fuel flow/totalizers = and hopefully no more GOTCHA'S.
=0A=0A=0A
 
=0A= =0A=0A
Bo= b Mitchell
=0A=0A=0A
L320
=0A=0A=0A
 
=0A
=0A=0A= =0A

=0ASubject: [LML] Re: Fuel Planning<= br>=0A
=0A
=0A=0A=0A
=0A=0A=0A
I rely heavily on the fuel totalizer in the Velocity.&n= bsp; On refueling, it is invariably accurate to within a gallon on a 30-70 = gallon burn, but there is one scenario where reliance on the totalizer= can leave you in the lurch, and a bad one at that.  If a leak develop= s upstream of the fuel totalizer sensor, or you leave a fuel cap off, you c= an be draining or vacuuming a large fraction of your fuel overboard, but th= e fuel totalizer does not recognize this loss, nor will you, if you rely on= ly on the totalizer. 
=0A=0A=0A
 
=0A=0A=0A
Accordingly, we need a means of sensing, or directing reading of, th= e fuel left in the tank(s) to know that we haven't had an unexpected loss a= nd that we can rely on the fuel totalizer.
=0A=0A=0A

=0AChuck Jense= n
=0A=0A
= =0A=0A
 =
=0A
=0A
=0A=0A

=0A=0A --0-932037511-1262809175=:43210--