All engines can and will fail from time to time regardles of make or type. The Rans S-6 is also produced as a LSA. But did this event have end this way? I think not.
Field elevation at St. Augustine Airport is 10FT.
Ed
NTSB: RANS S6ES Downed On First Flight After Engine Replacement
New Engine Produced 'Sinking Feeling" on First Flight After Install
The first flight(s) after any major maintenance should always be approached with a fair degree of caution. A recent dead-stick landing near one of ANN's stomping grounds provided additional proof that such caution should ALWAYS be practiced...
NTSB Identification: ERA11LA079
14 CFR Part 91: General Aviation
Accident occurred Thursday, December 02, 2010 in St. Augustine, FL
Aircraft: EASLER KELLY RANS S6ES, registration: N26PP
Injuries: 1 Minor.
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 December 2, 2010, at 1522 eastern standard time, an experimental amateur-built, light sport Easler Rans S6ES airplane, N26PP, operated by a private individual, was substantially damaged during a forced landing near Saint Augustine Airport (SGJ), Saint Augustine, Florida. The certificated airline transport pilot incurred minor injuries. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight that departed SGJ about 1515.
The pilot reported that the accident flight was the first flight after the airplane's engine was removed and replaced with a used Rotax 912 ULS, 100-horsepower engine. The airplane was fueled with 23 gallons of 100-low-lead aviation gasoline. After an extended engine run-up, the airplane departed on runway 31, a 7,996-foot-long, 150-foot-wide, asphalt runway. The takeoff and initial climb were uneventful; however, when the airplane reached an altitude of 1,200 feet mean sea level and began to turn right, an engine vibration developed, with a corresponding partial loss of engine power. The pilot then pushed the throttle lever forward, which "smoothed" the engine for about 5 seconds, and he turned back toward the airport. The engine subsequently lost about 80 percent power with a severe vibration, followed by a total loss of engine power. The pilot established a glide to land on runway 13, or the adjacent highway if the airplane did not reach the runway. Repeated attempts to restart the engine were unsuccessful, and at 30 feet above ground level, just prior to runway 13, the airplane impacted utility wires. The airplane then rolled right, impacted the highway, and came to rest upright on a grassy area next to the highway.
Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed substantial damage to the wings and fuselage. The inspector planned to further examine the engine with assistance from an engine manufacturer representative.
-----Original Message-----
From: Don Rogers
Sent: Dec 27, 2010 2:30 PM
To: Sport_Aircraft@yahoogroups.com
Subject: Re: Light-Sport Aircraft Yahoo group Can anyone read German
Thank you Gary....I was thinking of leaving this forum,
From: Gary Orpe <garyo@bak.rr.com>
To: Sport_Aircraft@yahoogroups.com
Sent: Sat, December 25, 2010 9:50:33 PM
Subject: RE: Light-Sport Aircraft Yahoo group Can anyone read German
OK. This can go on forever but is not related to LSA in any way. We have lost member over this junk mail and it is doing nothing to help the group better understand Light Sport better or deal with the reality of it.
Please let us get back on track here.
Members we haven't lost are thinking about it and I don't like to see someone leave over a couple people monopolizing a useless subject.
Gary Orpe
-----Original Message-----
From: Sport_Aircraft@yahoogroups.com [mailto:Sport_Aircraft@yahoogroups.com] On Behalf Of b d
Sent: Saturday, December 25, 2010 11:14 AM
To: Sport_Aircraft@yahoogroups.com
Subject: Re: Light-Sport Aircraft Yahoo group Can anyone read German
Abid,
I appreciate your opinion and I can accept and respect that as your opinion however I also respectfully disagree.
Out of curiousity, why do you say "turbine engines will not be very efficient on LSA"? I don't agree but I'd like to hear why you think that.
My opinion:
We have many examples today of successfull power technology that can be scaled up or down to fit any need. Gas Turbine is only one. We know that the weight to power ratio fits the aviation application. We have working examples of heat recovery and noise elimination that would be conducive to light aviation (for lack of a better term for GA and LSA and UL) and even heavy aviation. If we combined just the knowledge and technology we already have and scaled it to fit the application, I believe we can have a far more advanced power unit than we presently have and many varieties. We have few choices today and that shouldn't be the case.
I can list what we have, or what I know we have. You may know of more.
If we were then to take that list and scale each technology to the size, weight and power that we need for a given aircraft (1, 2, or 4 place aircraft) we would see that we far more choices than are available today.
Snip
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