X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 03 Jul 2012 03:58:38 -0400 Message-ID: X-Original-Return-Path: Received: from imr-da03.mx.aol.com ([205.188.105.145] verified) by logan.com (CommuniGate Pro SMTP 5.4.6) with ESMTP id 5635752 for lml@lancaironline.net; Mon, 02 Jul 2012 23:51:52 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.105.145; envelope-from=Sky2high@aol.com Received: from mtaomg-da04.r1000.mx.aol.com (mtaomg-da04.r1000.mx.aol.com [172.29.51.140]) by imr-da03.mx.aol.com (8.14.1/8.14.1) with ESMTP id q633pCDU003421 for ; Mon, 2 Jul 2012 23:51:12 -0400 Received: from core-mte004a.r1000.mail.aol.com (core-mte004.r1000.mail.aol.com [172.29.236.77]) by mtaomg-da04.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 993F2E000085 for ; Mon, 2 Jul 2012 23:51:12 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Mon, 2 Jul 2012 23:51:12 -0400 (EDT) Subject: Re: [LML] Re: LNC2 firewall X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_c8e3.64867c1a.3d23c630_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:403335360:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d338c4ff26c300c21 --part1_c8e3.64867c1a.3d23c630_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Steve, Here is a successful conclusion: A few years ago a friend was departing 27 at KARR with a left climbing turnout and quickly had smoke in the cockpit of his E-Racer (pusher,retractable gear) from an engine compartment fire. He turned back for a 27 left downwind and could not see anything. Looking out the left side he spotted the Sky Haven hangars (194 of them, located SE of 27)) and that oriented him for a long turn to final. Now it was getting hot and smokey. After he finished the turn, he lost control of ailerons since the control cables pass through the engine compartment and the pulley supports had burned off. He slammed the plane down at about 125 Kts, luckily collapsing a main gear resulting in a short slide to a stop. He ducked down for breathing air as he opened his forward hinged canopy - that allowed a ball of flame (backdraft) to escape over his head. He got out and watched everything soon consumed by the fire (uh, the nose down attitude with the engine in the rear resulted in fuel running forward and quickly burning the instrument panel). He escaped this episode with not much more than singed head hair. Analysis showed that he had a rather large hole in the firewall from an uncompleted project and that allowed him to recognize the engine fire soon after it started - heat and smoke entering the cockpit were the clues. Scott Krueger I was stressing out over the best possible fire protection by looking at fire resistant: Paint, Firewall Penetrations, Sealants, etc.. My conclusion was to do the best job I could on fire prevention (fuel lines, anti-chafe, heat shielding, exhaust pipes, fire sleeves) and have a procedure for getting it on the ground as quickly as possible with fuel and ignition off. Why? A local Aerobatic Performer flying a Harmon Rocket had a FWF fire in the pattern. He got it on the runway asap, but not before a hole was burned in the belly. He died of smoke inhalation. The odds are not good on a in-flight FWF fire, has anyone heard of a successful conclusion? Steve Colwell Legacy --part1_c8e3.64867c1a.3d23c630_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Steve,
 
Here is a successful conclusion:
 
A few years ago a friend was departing 27 at KARR with a left=20 climbing turnout and quickly had smoke in the cockpit of his E-Racer= =20 (pusher,retractable gear) from an engine compartment fire.  He turned = back=20 for a 27 left downwind and could not see anything.  Looking out t= he=20 left side he spotted the Sky Haven hangars (194 of them, located SE of 27))= and=20 that oriented him for a long turn to final.  Now it was getting h= ot=20 and smokey. After he finished the turn, he lost control of ailerons si= nce=20 the control cables pass through the engine compartment and the =20 pulley supports had burned off.  He slammed the plane down at abo= ut=20 125 Kts, luckily collapsing a main gear resulting in a short slide to = a=20 stop.  He ducked down for breathing air as he opened his forward hinge= d=20 canopy - that allowed a ball of flame (backdraft) to escape over his= =20 head.  He got out and watched everything soon consumed by the=20 fire (uh, the nose down attitude with the engine in the rear resu= lted=20 in fuel running forward and quickly burning the instrument panel).  He= =20 escaped this episode with not much more than singed head hair. 
 
Analysis showed that he had a rather large hole in the firewall f= rom=20 an uncompleted project and that allowed him to recognize the engine fi= re=20 soon after it started - heat and smoke entering the cockpit were = the=20 clues.
 
Scott Krueger
= I=20 was stressing out over the best possible fire protection by looking at fi= re=20 resistant: Paint, Firewall Penetrations, Sealants, etc..  My conclus= ion=20 was to do the best job I could on fire prevention (fuel lines, anti-chafe= ,=20 heat shielding, exhaust pipes, fire sleeves) and have a procedure for get= ting=20 it on the ground as quickly as possible with fuel and ignition=20 off.
Why? =20 A local Aerobatic Performer flying a Harmon Rocket had a FWF fire in the= =20 pattern.  He got it on the runway asap, but not before a hole was bu= rned=20 in the belly.  He died of smoke inhalation.  The odds are not g= ood=20 on a in-flight FWF fire, has anyone heard of a successful=20 conclusion?    Steve=20 Colwell =20 Legacy --part1_c8e3.64867c1a.3d23c630_boundary--