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GenGrumpy(at)AOL.COM
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 Posted: Thu Aug 28, 2008 4:33 pm Post subject: Vegas crash |
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Thought I'd pass this along to keep all in the know here.
grumpy
do not archive
Editor's Note: Below is the unedited text of the National Transportation Safety Board's preliminary report on last week's fatal crash of a Velocity 173RG in North Las Vegas, NV.
Of note is the fact the accident flight was to be the first with the engine's supercharger engaged. According to the owner/builder of the aircraft, several high-speed taxi tests had been conducted with the supercharger engaged in the days prior to the accident.
As ANN reported, the plane crashed into a home last Friday, just after takeoff from the North Las Vegas Airport (VGT). The accident claimed the lives of pilot Mack Creekmore Murphree Jr., 76, and two people living inside the home, identified as Jack and Lucy Costa. NTSB Identification: LAX08LA274
14 CFR Part 91: General Aviation
Accident occurred Friday, August 22, 2008 in North Las Vegas, NV
Aircraft: Killgore M/Killgore K Velocity 173RG, registration: N415MK
Injuries: 3 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 22, 2008, at 0628 Pacific daylight time, an experimental Killgore M/Killgore K Velocity 173RG, N415MK, collided with a residential building in North Las Vegas, Nevada. The airplane is registered to the owner/builder and it was being operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. The certificated airline transport pilot and two people on the ground were killed. Post impact fire destroyed the airplane and partially burned the residence. The local flight departed North Las Vegas Airport at 0627. Visual meteorological conditions prevailed, and no flight plan had been filed.
Preliminary information obtained from the Federal Aviation Administration (FAA) revealed that the airplane departed North Las Vegas from runway 12 left. Shortly after takeoff the air traffic controller observed that the airplane was not gaining altitude. The controller asked the pilot if he needed assistance, to which the pilot responded, "I'm going down, I'm going down." The airplane then collided with a house 1.1 miles southeast of the airport.
The owner/builder was interviewed by the National Transportation Safety Board investigator-in-charge after the accident. He reported that the engine was equipped with a supercharger, and that the purpose of the flight was to test the performance of the airplane and engine with the supercharger engaged. He further reported that the supercharger was tested on multiple occasions during high speed taxi tests and ground runs the week prior to the accident, but that this was to be the first time it would be engaged for flight.
The pilot held an airline transport pilot certificate with ratings for airplane single engine land, multiengine land, and instrument airplane. He additionally held a flight engineer certificate, mechanic certificate, and a flight instructor certificate for airplane single engine, multiengine, and instrument airplane. On his latest FAA third-class medical application, dated September 7, 2006, the pilot stated that he had amassed 6,250 hours of total flight time.
[/url][url=mip://036195c0/default.html#]
The canard configuration, four-seat, low-wing, retractable gear airplane, was issued a Special Airworthiness Certificate on March 9, 2008. It was powered by a Lycoming IO-360-C1C, engine and equipped with a three bladed MT-Propeller, model MTV-18-B.
The Experimental Amateur-Built Airplane Operating Limitations for the accident airplane specified the following compliance under the section: Phase 1 Limitations-Initial Flight Testing,
'After a minimum time of (5) hours, and after controllability, airworthiness, and safety checks required by FAR 90.319(b) and chapter 4 of Advisory Circular 90.89A are established and recorded in the airplane logbook the airplane then may complete the remaining hours required in Phase 1 while based at North Las Vegas Airport (VGT); OR, a one time flight to the "Airplane Base of Operations" may also be conducted remaining clear of all densely populated areas and congested airways. NOTE: Airplane Base of Operations: Show Low Regional Airport (KSOW). This airplane must be operated for at least 25 (Twenty Five) hours in the assigned geographic areas'
Review of the airplane maintenance logbook records revealed that on March 17, 2008, the airplane had amassed a total flight time of 5.1 hours. A logbook entry for that date noted, 'This airplane meets all the controllability, airworthiness, and safety checks required by FAR 91.319(b) and chapter 4 of advisory circular 90-89A.
It's only a deal if it's where you want to go. Find your travel deal here.
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dlm46007(at)cox.net
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| Posted: Thu Aug 28, 2008 4:57 pm Post subject: Vegas crash |
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I saw this in the AM also. If you want to see an eerily similar report and result check the NTSB for N110UX. I believe the latter supercharger was supplied by a LAS company.
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of GenGrumpy(at)aol.com
Sent: Thursday, August 28, 2008 5:28 PM
To: rv10-list(at)matronics.com
Subject: Vegas crash
Thought I'd pass this along to keep all in the know here.
grumpy
do not archive
Editor's Note: Below is the unedited text of the National Transportation Safety Board's preliminary report on last week's fatal crash of a Velocity 173RG in North Las Vegas, NV.
Of note is the fact the accident flight was to be the first with the engine's supercharger engaged. According to the owner/builder of the aircraft, several high-speed taxi tests had been conducted with the supercharger engaged in the days prior to the accident.
As ANN reported, the plane crashed into a home last Friday, just after takeoff from the North Las Vegas Airport (VGT). The accident claimed the lives of pilot Mack Creekmore Murphree Jr., 76, and two people living inside the home, identified as Jack and Lucy Costa. NTSB Identification: LAX08LA274
14 CFR Part 91: General Aviation
Accident occurred Friday, August 22, 2008 in North Las Vegas, NV
Aircraft: Killgore M/Killgore K Velocity 173RG, registration: N415MK
Injuries: 3 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 22, 2008, at 0628 Pacific daylight time, an experimental Killgore M/Killgore K Velocity 173RG, N415MK, collided with a residential building in North Las Vegas, Nevada. The airplane is registered to the owner/builder and it was being operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. The certificated airline transport pilot and two people on the ground were killed. Post impact fire destroyed the airplane and partially burned the residence. The local flight departed North Las Vegas Airport at 0627. Visual meteorological conditions prevailed, and no flight plan had been filed.
Preliminary information obtained from the Federal Aviation Administration (FAA) revealed that the airplane departed North Las Vegas from runway 12 left. Shortly after takeoff the air traffic controller observed that the airplane was not gaining altitude. The controller asked the pilot if he needed assistance, to which the pilot responded, "I'm going down, I'm going down." The airplane then collided with a house 1.1 miles southeast of the airport.
The owner/builder was interviewed by the National Transportation Safety Board investigator-in-charge after the accident. He reported that the engine was equipped with a supercharger, and that the purpose of the flight was to test the performance of the airplane and engine with the supercharger engaged. He further reported that the supercharger was tested on multiple occasions during high speed taxi tests and ground runs the week prior to the accident, but that this was to be the first time it would be engaged for flight.
The pilot held an airline transport pilot certificate with ratings for airplane single engine land, multiengine land, and instrument airplane. He additionally held a flight engineer certificate, mechanic certificate, and a flight instructor certificate for airplane single engine, multiengine, and instrument airplane. On his latest FAA third-class medical application, dated September 7, 2006, the pilot stated that he had amassed 6,250 hours of total flight time.
[/url][url=mip://036195c0/default.html#]
The canard configuration, four-seat, low-wing, retractable gear airplane, was issued a Special Airworthiness Certificate on March 9, 2008. It was powered by a Lycoming IO-360-C1C, engine and equipped with a three bladed MT-Propeller, model MTV-18-B.
The Experimental Amateur-Built Airplane Operating Limitations for the accident airplane specified the following compliance under the section: Phase 1 Limitations-Initial Flight Testing,
'After a minimum time of (5) hours, and after controllability, airworthiness, and safety checks required by FAR 90.319(b) and chapter 4 of Advisory Circular 90.89A are established and recorded in the airplane logbook the airplane then may complete the remaining hours required in Phase 1 while based at North Las Vegas Airport (VGT); OR, a one time flight to the "Airplane Base of Operations" may also be conducted remaining clear of all densely populated areas and congested airways. NOTE: Airplane Base of Operations: Show Low Regional Airport (KSOW). This airplane must be operated for at least 25 (Twenty Five) hours in the assigned geographic areas'
Review of the airplane maintenance logbook records revealed that on March 17, 2008, the airplane had amassed a total flight time of 5.1 hours. A logbook entry for that date noted, 'This airplane meets all the controllability, airworthiness, and safety checks required by FAR 91.319(b) and chapter 4 of advisory circular 90-89A.
It's only a deal if it's where you want to go. Find your travel deal here.
[quote]
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
[b]
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dlm46007(at)cox.net
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| Posted: Thu Aug 28, 2008 5:14 pm Post subject: Vegas crash |
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check this; I was in the area and IIRC this was a new supercharger instalation.
NTSB Identification: LAX04LA322.
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 18, 2004 in Mesa, AZ
Probable Cause Approval Date: 1/31/2006
Aircraft: Wolf Glassair IIS, registration: N110UX
Injuries: 2 Fatal.
Immediately after takeoff the experimental category airplane climbed to 100 feet, rolled left, and collided with terrain. The airplane took off, was airborne by mid field, and climbed to about 100 feet. After the initial climb it did not appear to be climbing or accelerating normally. Some witnesses reported that the engine did not sound good and described engine noise fluctuations. About this time, the pilot transmitted to the local controller that he was declaring an emergency and needed to return for landing. The controller cleared the flight to land on any runway. The airplane then rolled to the left and impacted the ground inverted. The airplane had just completed an annual inspection and was undergoing a post maintenance check flight with the pilot and a mechanic onboard. Components that were replaced or overhauled during the annual inspection included the engine driven fuel pump, the fuel filter, and the supercharger. A post impact ground fire destroyed many engine components, including those that were replaced at the annual, and consumed the composite airframe. The propeller exhibited evidence of leading edge polishing, torsional twisting, and chordwise striations. Examination of the wreckage found no evidence of a preimpact malfunction or failure of the control system or powerplant.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows: a partial loss of power for undetermined reasons, and, the failure of the pilot to maintain an adequate airspeed while maneuvering for a forced landing that resulted in a stall and a collision with terrain.
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of David McNeill
Sent: Thursday, August 28, 2008 5:57 PM
To: rv10-list(at)matronics.com
Subject: RE: Vegas crash
I saw this in the AM also. If you want to see an eerily similar report and result check the NTSB for N110UX. I believe the latter supercharger was supplied by a LAS company.
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of GenGrumpy(at)aol.com
Sent: Thursday, August 28, 2008 5:28 PM
To: rv10-list(at)matronics.com
Subject: Vegas crash
Thought I'd pass this along to keep all in the know here.
grumpy
do not archive
Editor's Note: Below is the unedited text of the National Transportation Safety Board's preliminary report on last week's fatal crash of a Velocity 173RG in North Las Vegas, NV.
Of note is the fact the accident flight was to be the first with the engine's supercharger engaged. According to the owner/builder of the aircraft, several high-speed taxi tests had been conducted with the supercharger engaged in the days prior to the accident.
As ANN reported, the plane crashed into a home last Friday, just after takeoff from the North Las Vegas Airport (VGT). The accident claimed the lives of pilot Mack Creekmore Murphree Jr., 76, and two people living inside the home, identified as Jack and Lucy Costa. NTSB Identification: LAX08LA274
14 CFR Part 91: General Aviation
Accident occurred Friday, August 22, 2008 in North Las Vegas, NV
Aircraft: Killgore M/Killgore K Velocity 173RG, registration: N415MK
Injuries: 3 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 22, 2008, at 0628 Pacific daylight time, an experimental Killgore M/Killgore K Velocity 173RG, N415MK, collided with a residential building in North Las Vegas, Nevada. The airplane is registered to the owner/builder and it was being operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. The certificated airline transport pilot and two people on the ground were killed. Post impact fire destroyed the airplane and partially burned the residence. The local flight departed North Las Vegas Airport at 0627. Visual meteorological conditions prevailed, and no flight plan had been filed.
Preliminary information obtained from the Federal Aviation Administration (FAA) revealed that the airplane departed North Las Vegas from runway 12 left. Shortly after takeoff the air traffic controller observed that the airplane was not gaining altitude. The controller asked the pilot if he needed assistance, to which the pilot responded, "I'm going down, I'm going down." The airplane then collided with a house 1.1 miles southeast of the airport.
The owner/builder was interviewed by the National Transportation Safety Board investigator-in-charge after the accident. He reported that the engine was equipped with a supercharger, and that the purpose of the flight was to test the performance of the airplane and engine with the supercharger engaged. He further reported that the supercharger was tested on multiple occasions during high speed taxi tests and ground runs the week prior to the accident, but that this was to be the first time it would be engaged for flight.
The pilot held an airline transport pilot certificate with ratings for airplane single engine land, multiengine land, and instrument airplane. He additionally held a flight engineer certificate, mechanic certificate, and a flight instructor certificate for airplane single engine, multiengine, and instrument airplane. On his latest FAA third-class medical application, dated September 7, 2006, the pilot stated that he had amassed 6,250 hours of total flight time.
[/url][url=mip://036195c0/default.html#]
The canard configuration, four-seat, low-wing, retractable gear airplane, was issued a Special Airworthiness Certificate on March 9, 2008. It was powered by a Lycoming IO-360-C1C, engine and equipped with a three bladed MT-Propeller, model MTV-18-B.
The Experimental Amateur-Built Airplane Operating Limitations for the accident airplane specified the following compliance under the section: Phase 1 Limitations-Initial Flight Testing,
'After a minimum time of (5) hours, and after controllability, airworthiness, and safety checks required by FAR 90.319(b) and chapter 4 of Advisory Circular 90.89A are established and recorded in the airplane logbook the airplane then may complete the remaining hours required in Phase 1 while based at North Las Vegas Airport (VGT); OR, a one time flight to the "Airplane Base of Operations" may also be conducted remaining clear of all densely populated areas and congested airways. NOTE: Airplane Base of Operations: Show Low Regional Airport (KSOW). This airplane must be operated for at least 25 (Twenty Five) hours in the assigned geographic areas'
Review of the airplane maintenance logbook records revealed that on March 17, 2008, the airplane had amassed a total flight time of 5.1 hours. A logbook entry for that date noted, 'This airplane meets all the controllability, airworthiness, and safety checks required by FAR 91.319(b) and chapter 4 of advisory circular 90-89A.
It's only a deal if it's where you want to go. Find your travel deal here.
[quote]
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
[b]
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ricksked(at)embarqmail.co
Guest
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| Posted: Fri Aug 29, 2008 5:10 am Post subject: Vegas crash |
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And to add to all this a Piper Navajo went into a house yesterday killing the pilot. He lost the right engine on departure and was trying to make it back to the airport, Witnesses said it looked like he was going to make it to Jones Blvd to set it down but impacted the LARGE power lines that run along that street, this made him veer into the home, everyone said the aircraft impacted sideways. Guess we have to ban twin engine aircraft at Las Vegas airports now along with the experimentals. No one on the ground was hurt. FWIW, the Velocity crash last week was the first time since the airport opened on Decemeber 7, 1941 that anyone on the ground was injured or killed as a result of an aircraft crash.
Rick sked
40185
do not archive
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Kelly McMullen
Joined: 16 Apr 2008
Posts: 1188
Location: Sun Lakes AZ
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| Posted: Fri Aug 29, 2008 5:39 am Post subject: Vegas crash |
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Rick, why don't you notify LAS tower they can't allow any twins any more. 
I guess most of the airlines might have just a tad of heartburn over
that. Maybe just composite twins......then at least Southwest could
continue, while America Worst..oops, US Scare couldn't fly those
Scarebuses anymore. Totally tongue in cheek.
do not archive.
On 8/29/08, Rick Sked <ricksked(at)embarqmail.com> wrote:
[quote]
And to add to all this a Piper Navajo went into a house yesterday killing
the pilot. He lost the right engine on departure and was trying to make it
back to the airport, Witnesses said it looked like he was going to make it
to Jones Blvd to set it down but impacted the LARGE power lines that run
along that street, this made him veer into the home, everyone said the
aircraft impacted sideways. Guess we have to ban twin engine aircraft at Las
Vegas airports now along with the experimentals. No one on the ground was
hurt. FWIW, the Velocity crash last week was the first time since the
airport opened on Decemeber 7, 1941 that anyone on the ground was injured or
killed as a result of an aircraft crash.
Rick sked
40185
do not archive
---
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Kelly McMullen
A&P/IA, EAA Tech Counselor
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woxofswa
Joined: 12 Aug 2008
Posts: 349
Location: AZ
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| Posted: Fri Aug 29, 2008 8:54 am Post subject: Re: Vegas crash |
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<<Maybe just composite twins......then at least Southwest could
continue, while America Worst..oops, US Scare couldn't fly those
Scarebuses anymore.<<
Now you are talking my language! Actually, truth be known, there is probably as much plastic in a 737NG as the Atari Ferrari, but at least we still have physical flight controls instead of virtual ones.
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_________________
Myron Nelson
Mesa, AZ
Flew May 10 2014 |
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ricksked(at)embarqmail.co
Guest
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| Posted: Fri Aug 29, 2008 5:32 pm Post subject: Vegas crash |
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If he came off 12L and established a positive rate of climb, it may have been a different story, There is a much great chance of survival if you use 12R it's 800 feet longer, 5000' vs. 4200 foot on 12 L and the overrun is well within the confines of the airport. Let me toss out a thought, to get over to 12 L you may be held on the tarmac a LONG time waiting to cross over and deal with inbound traffic getting to 12 L..., if he came out of the hangars in the south or as we call it and my hangar is located in this area the "Outback" which can be close to a mile of taxi to the hold short line of 12 R, let alone 12L, given the Velocity's pusher configuration and no positive airflow from the propeller into the air intakes for cooling, what are the chances of overheating with potential vapor lock during prolonged ground operation? With limited power it appears there was enough energy to carry him to the neighborhoods south east but unable to gain or maintain any altitude. I can't help but wonder if the abnormal engine operation was noted on initial take off roll but the flight pressed on in hopes of it clearing itself vs. aborting the takeoff...I'm sorry, I'm just speculating from my computer chair. I'm sure the velocity has the performance that making a decision to abort is more NOW then later...We may never know what Murph was thinking. If it were an RV-10 we could have been at 1000+ AGL, pattern altitude is 3000 AGL, field elevation is 2200 by the 4000 foot marker below, hopefully enough altitude to setup for the emergency. I think a properly performing Velocity would be comparable to an RV-10? I don't know it's numbers.
Rick Sked
40185
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dlm46007(at)cox.net
Guest
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| Posted: Fri Aug 29, 2008 6:23 pm Post subject: Vegas crash |
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I think they may want to investigate what the supercharger could have contributed to the loss of power. We had a similar crash (N110UX) here both using a supercharger from a Vegas company. It was also a first flight with the supercharger. The loss of power was apparent to observers during the takeoff run; but he continued. Another perplexing item was the full fuel load unless this was intended to be the return to Show low AZ trip.
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Rick Sked
Sent: Friday, August 29, 2008 6:28 PM
To: rv10-list(at)matronics.com e
Subject: Re: Vegas crash
If he came off 12L and established a positive rate of climb, it may have been a different story, There is a much great chance of survival if you use 12R it's 800 feet longer, 5000' vs. 4200 foot on 12 L and the overrun is well within the confines of the airport. Let me toss out a thought, to get over to 12 L you may be held on the tarmac a LONG time waiting to cross over and deal with inbound traffic getting to 12 L..., if he came out of the hangars in the south or as we call it and my hangar is located in this area the "Outback" which can be close to a mile of taxi to the hold short line of 12 R, let alone 12L, given the Velocity's pusher configuration and no positive airflow from the propeller into the air intakes for cooling, what are the chances of overheating with potential vapor lock during prolonged ground operation? With limited power it appears there was enough energy to carry him to the neighborhoods south east but unable to gain or maintain any altitude. I can't help but wonder if the abnormal engine operation was noted on initial take off roll but the flight pressed on in hopes of it clearing itself vs. aborting the takeoff...I'm sorry, I'm just speculating from my computer chair. I'm sure the velocity has the performance that making a decision to abort is more NOW then later...We may never know what Murph was thinking. If it were an RV-10 we could have been at 1000+ AGL, pattern altitude is 3000 AGL, field elevation is 2200 by the 4000 foot marker below, hopefully enough altitude to setup for the emergency. I think a properly performing Velocity would be comparable to an RV-10? I don't know it's numbers.
Rick Sked
40185
---
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ricksked(at)embarqmail.co
Guest
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| Posted: Fri Aug 29, 2008 6:56 pm Post subject: Vegas crash |
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Good points David,
I think I'm familiar with the company you are referencing, matter of fact they are right behind me in the hangar row...I know they are Lancair builders by trade, and they also put out an A/C system where the compressor runs off the Continental accessory drive, impressive stuff but nonetheless, I don't really know them...their Lancair superchargers are some of the best out there from what I have been told, but ummm... they tend to come down with frequency too. They do have a some affiliation with the Reno crowd...All speculation on my part...they are a high tech heady bunch if they are ones you're talking about. If not forgive, my finger pointing. You don't get a cold one at their joint, unless it's club soda so...as you might guess I don't visit often.  But I do like club soda!!!
Rick Sked
40185
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AV8ORJWC
Joined: 13 Jul 2006
Posts: 1149
Location: Aurora, Oregon "Home of VANS"
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| Posted: Fri Aug 29, 2008 7:34 pm Post subject: Vegas crash |
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Okay Rick, after losing Shannon Knoeflein and his plastic aircraft N98SN departing OSH '04, you now have my curiosity.
Shannon was running a Vortec Supercharger from Rick Schrameck's company in Las Vegas on his winning Lancair Legacy. The same Rick Schrameck that conceived, financed and produces the controversial and sexy EPIC (now of Bend, OR). The same pursuit that triggered the FAA investigation and rewrite of the 51% policy we all feel so acutely. Do name who your neighbor is! Do tell us if the Velocity (N110UX) was running a Schrameck Vortec Supercharger. I have lots of pictures for the curious on the gorgeous kit he assembles for sale to those of Stout Heart. Kit builders should tread lightly with Superchargers, Turbochargers and other exotic mods on our beloved RV-10s - YMMV.Â
Lancair does not have a Supercharger offering, however there are independent professional builders who offer aftermarket knockoffs (Don Barnes comes to mind). Most exotic variants are the Continental TSIO-550 with intercoolers. Darrel Greenemeier (Reno) comes to mind with Andy Chiavetti's mods. Now Lycoming (Lycosaurus) has responded with the twin Intercooler, FADEC Lycoming IO-540 variant in both Certified and Thunderbolt iterations for the 21st Century Evolution OBAM.
The gene pool is too shallow to fund too many losses each year. Let's make '2009 less than three , "Shall we?"
John Cox
do not archive
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Rick Sked
Sent: Friday, August 29, 2008 7:56 PM
To: rv10-list(at)matronics.com
Subject: Re: RV10-List: Vegas crash
Good points David,
I think I'm familiar with the company you are referencing, matter of fact they are right behind me in the hangar row...I know they are Lancair builders by trade, and they also put out an A/C system where the compressor runs off the Continental accessory drive, impressive stuff but nonetheless, I don't really know them...their Lancair superchargers are some of the best out there from what I have been told, but ummm... they tend to come down with frequency too. They do have a some affiliation with the Reno crowd...All speculation on my part...they are a high tech heady bunch if they are ones you're talking about. If not forgive, my finger pointing. You don't get a cold one at their joint, unless it's club soda so...as you might guess I don't visit often. But I do like club soda!!!
Rick Sked
40185
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ricksked(at)embarqmail.co
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| Posted: Fri Aug 29, 2008 8:05 pm Post subject: Vegas crash |
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John,
I won't comment on specifics...I know what I know...and John, if you were calling in artillery you would now be saying fire for effect...but until I visit the closed doors behind me (heh heh again), overthere and up thataway...hold your fire...KVGT has a fair amount of innovative developers on several fronts...lots of propped up doors with nifty things round cheer. But Jess Meyers (did I spell it right Jess?) is always ready to show and talk about his RV-6 powered by a Chevy V-6 belted airpower drive that keeps going and going and going...as far as the supercharger? Too many investigators around here now...I'm just a quiet RV builder with a normally aspirated 263 HP Lycoming built by and tested by BPE in Oklahoma..wanna see my engine logbook?
Rick
do not archive
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AV8ORJWC
Joined: 13 Jul 2006
Posts: 1149
Location: Aurora, Oregon "Home of VANS"
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| Posted: Fri Aug 29, 2008 9:20 pm Post subject: Vegas crash |
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Paperwork be damned, although I would love to see a Barrett Dyno report. That is something most purchasers never get.   I want to see it fly though. Or read about your safe First Flight - here.
Now on to Kit builds, 10% variance from the Lycoming Factory stated 260 BHP at Standard Atmosphere at Sea Level is considered "Within Limits" for Experimental. Others should be careful posting more than 260+26 hp when they are lucky enough to be expanding the Envelope. The 25 hour Fly Off is at risk, VANs ire is at risk and the insurance pool would want to know. Then of course there are those with Flux Capacitors, Chrome Reverse Muffler Bearings, Benzene and Liquid O2 and the like.
Those investigators are searching our site for Perps that post.
Nuf Said.
John
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Rick Sked
Sent: Friday, August 29, 2008 9:05 PM
To: rv10-list(at)matronics.com
Subject: Re: RV10-List: Vegas crash
John,
I won't comment on specifics...I know what I know...and John, if you were calling in artillery you would now be saying fire for effect...but until I visit the closed doors behind me (heh heh again), overthere and up thataway...hold your fire...KVGT has a fair amount of innovative developers on several fronts...lots of propped up doors with nifty things round cheer. But Jess Meyers (did I spell it right Jess?) is always ready to show and talk about his RV-6 powered by a Chevy V-6 belted airpower drive that keeps going and going and going...as far as the supercharger? Too many investigators around here now...I'm just a quiet RV builder with a normally aspirated 263 HP Lycoming built by and tested by BPE in Oklahoma..wanna see my engine logbook?
Rick
do not archive
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Kellym
Joined: 10 Jan 2006
Posts: 1706
Location: Sun Lakes AZ
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| Posted: Sat Aug 30, 2008 9:37 pm Post subject: Vegas crash |
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But John,
I'm already planning for all those cute add-ons, curb feelers, bumper flags, all those magnetic tacky ribbons for various causes. Now just have to figure how to translate the IO-390 displacement increase on to the 540. That should make it about a 580. Of course I would derate it to 260 hp with governor,
Lets see, maybe some vortex generators in front of the control surfaces would alter the flutter speed, so I could add a turbo-normalizer and a TAS computer so I could keep it just under the design flutter speed.
DO NOT ARCHIVE
John Cox wrote: [quote] v\:* {behavior:url(#default#VML);} o\:* {behavior:url(#default#VML);} w\:* {behavior:url(#default#VML);} shape {behavior:url(#default#VML);} <![endif]--> <![endif]--> <![endif]-->
Paperwork be damned, although I would love to see a Barrett Dyno report. That is something most purchasers never get.   I want to see it fly though. Or read about your safe First Flight - here.
Â
Now on to Kit builds, 10% variance from the Lycoming Factory stated 260 BHP at Standard Atmosphere at Sea Level is considered "Within Limits" for Experimental. Others should be careful posting more than 260+26 hp when they are lucky enough to be expanding the Envelope. The 25 hour Fly Off is at risk, VANs ire is at risk and the insurance pool would want to know. Then of course there are those with Flux Capacitors, Chrome Reverse Muffler Bearings, Benzene and Liquid O2 and the like.
Â
Those investigators are searching our site for Perps that post.
Â
Nuf Said.
Â
John
 `
[b]
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dogsbark(at)comcast.net
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| Posted: Sat Aug 30, 2008 9:48 pm Post subject: Vegas crash |
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good luck getting those "magnetic tacky ribbons" to stick
Sean Blair
[quote]-------------- Original message --------------
From: Kelly McMullen <kellym(at)aviating.com>
But John,
I'm already planning for all those cute add-ons, curb feelers, bumper flags, all those magnetic tacky ribbons for various causes. Now just have to figure how to translate the IO-390 displacement increase on to the 540. That should make it about a 580. Of course I would derate it to 260 hp with governor,
Lets see, maybe some vortex generators in front of the control surfaces would alter the flutter speed, so I could add a turbo-normalizer and a TAS computer so I could keep it just under the design flutter speed.
DO NOT ARCHIVE
John Cox wrote: | Quote: | v\:* {behavior:url(#default#VML);} o\:* {behavior:url(#default#VML);} w\:* {behavior:url(#default#VML);} shape {behavior:url(#default#VML);}
Paperwork be damned, although I would love to see a Barrett Dyno report. That is something most purchasers never get.   I want to see it fly though. Or read about your safe First Flight - here.<?xml:namespace prefix = o />
Â
Now on to Kit builds, 10% variance from the Lycoming Factory stated 260 BHP at Standard Atmosphere at Sea Level is considered "Within Limits" for Experimental. Others should be careful posting more than 260+26 hp when they are lucky enough to be expanding the Envelope. The 25 hour Fly Off is at risk, VANs ire is at risk and the insurance pool would want to know. Then of course there are those with Flux Capacitors, Chrome Reverse Muffler Bearings, Benzene and Liquid O2 and the like.
Â
Those investigators are searching our site for Perps that post.
Â
Nuf Said.
Â
John
 `
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[b]
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Kellym
Joined: 10 Jan 2006
Posts: 1706
Location: Sun Lakes AZ
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| Posted: Sat Aug 30, 2008 9:57 pm Post subject: Vegas crash |
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That part is easy, just put a duplicate for a "doubler" on the inside.
Still working on plans for the curb and threshold "feelers" :-!
dogsbark(at)comcast.net (dogsbark(at)comcast.net) wrote: [quote] good luck getting those "magnetic tacky ribbons" to stick
Sean Blair
| Quote: | -------------- Original message --------------
From: Kelly McMullen <kellym(at)aviating.com> (kellym(at)aviating.com)
But John,
I'm already planning for all those cute add-ons, curb feelers, bumper flags, all those magnetic tacky ribbons for various causes. Now just have to figure how to translate the IO-390 displacement increase on to the 540. That should make it about a 580. Of course I would derate it to 260 hp with governor,
Lets see, maybe some vortex generators in front of the control surfaces would alter the flutter speed, so I could add a turbo-normalizer and a TAS computer so I could keep it just under the design flutter speed.
DO NOT ARCHIVE
John Cox wrote: | Quote: | v\:* {behavior:url(#default#VML);} o\:* {behavior:url(#default#VML);} w\:* {behavior:url(#default#VML);} shape {behavior:url(#default#VML);}
Paperwork be damned, although I would love to see a Barrett Dyno report. That is something most purchasers never get.   I want to see it fly though. Or read about your safe First Flight - here.
Â
Now on to Kit builds, 10% variance from the Lycoming Factory stated 260 BHP at Standard Atmosphere at Sea Level is considered "Within Limits" for Experimental. Others should be careful posting more than 260+26 hp when they are lucky enough to be expanding the Envelope. The 25 hour Fly Off is at risk, VANs ire is at risk and the insurance pool would want to know. Then of course there are those with Flux Capacitors, Chrome Reverse Muffler Bearings, Benzene and Liquid O2 and the like.
Â
Those investigators are searching our site for Perps that post.
Â
Nuf Said.
Â
John
 `
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nukeflyboy
Joined: 05 Jan 2008
Posts: 162
Location: Granbury, TX
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| Posted: Sun Aug 31, 2008 4:59 am Post subject: Re: Vegas crash |
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Enough with superchargers, turbochargers, super wham-o-dyne conversions, and other wierd things to make more Hp. I'm going nuclear. I figure to get about 280 Hp I will need a 700 kW reactor. It will have the added benefit of zero carbon emmissions and little noise so the environmentalists will love me. Only 1 problem to overcome: weight and balance will be tricky due to shielding. May use up all my useful load.
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