| Bill,
I agree, but I really didn't want this tragic event to turn into another rotary vs. piston dialog. Hypothetically, if these failures are due to some undetermined defect in the fuel system design, it could be all our problem.
As for this most recent incident, the thought had entered my mind that it has been very hot here in Texas (July set a new record for high temps), so could this have been a vapor lock incident? Who knows? Would an investigation be able to determine an engine stoppage due to vapor lock after an accident? I hope he had a datalogger on board. We'll just have to wait for the final report.
But what about all of the other previous fatal crashes? Has anyone cataloged those looking for a common cause? If someone has, I would sure like to see the data.
Mark
On Thu, Jul 7, 2011 at 4:59 PM, Bill Bradburry <bbradburry@bellsouth.net> wrote:
Mark,
This would not be happening if they would
replace those outdated technology engines with a Mazda 20B! :>)
Bill B
I would sure would like to know why
all of these "certified engines" are quitting on takeoff.
Mark
S.
Maybe
the engine driven fuel pump is failing. We are running low boost
continuously in case the engine pump fails and to address fuel pressure issues
at altitude, hot fuel, vapor lock and other problems.
I
understand the engine will not make full power on low boost (reduce manifold
pressure and settle for less power?)
Or,
it might quit if high boost is on and the mixture is not adjusted.
Since
engine driven pump failure, heat and altitude all affect fuel delivery, it
would seem using the low boost continuously could solve or make these problems
manageable.
Dr.
Lyle Koen did our last two physicals. He was a very likeable guy who
built one of the early IV’s and had over 1000 hours on it. We
talked to him about joining LOBO and coming to the Branson Fly-In.
Given
the more knowledgeable than usual witness account, could training have changed
this outcome?
Steve
Legacy IO550
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