It sounds like the pilot might have stopped flying the airplane,
    but instead
    was trying to save it. My training was that in case of fire, you get
    the airplane
    on the ground immediately, as you really don't know what's burning.
    I can understand
    the smoke could have been incapacitating, so that might have been
    the issue, but if it
    was the clutch burning, it seems unlikely somehow.


    Matt-

    I agree but people that build airplanes have so much invested in them
    (more than money alone) they appear to be reluctant to crash land
    straight
    ahead as we were all told to do in case of engine failure on take
    off. Here is a map
    of the area and there does not appear to be many clear fields other
    than on
    the airport itself. In the case of rotary crashes at least two fatals
    were caused by the pilots attempting to turn back. In both cases there
    were suitable fields straight ahead. One rotary crash was caused by
    engine
    seizure after the loss of all oil pressure due to a split cheap oil
    cooler
    and the other an interruption in the fuel supply due to a poorly
    designed
    fuel plumbing system.

    IMHO there is another more subtle factor. One is naturally
    reluctant to do a
    180 and land downwind on a controled airport or busy airport. We had
    an incident
    at SZP where a pilot  had an engine failure in a Bonanza and
    successfully made
    a 180 and landed down wind. He slammed it in so hard on the 2500
    foot runway it
    bent the spar and broke the motor mounts totaling the airplane but
    he was not hurt.
    He skillfully ground looped it when it looked like he was going to
    run out of runway at thew other end. I was standing 50 feet from
    the point of impact.

    I think people should practice 180's at altitude with the engine at
    idle. Just to get a feel of what the airplane will do. Note the loss
    of altitude.

    Paul Lamar


    Sounds right to me..  I wonder if that airplane had a properly
    configured stall horn.

    Matt-

    Good question Matt. I will make sure I have one in the RV4.

    Paul Lamar

   You have one already, sort of.  The Micro Encoder (your ASI)  has a
   stall warning beeper.  It is based on airspeed and not AOA but is still
   handy to have unless you are loaded outside of gross or CG.

   If you end up going with the Dynon D6, you can also get the AOA pitot
   tube and have free AOA. (if Mike didn't already install one..  which he
   may have done, there were 2 lines coming in from the pitot as well as
   static in the aft fuselage).

   While we I am thinking of your panel, I also wanted to mention that the
   control head for the ELT is already installed.  It is the little
   rectangular add on beneath the transponder.  If there is a telephone
   line plugged into that one, follow it and find your ELT.  That other
   telephone cord may be for something else that Mike was planing.

   Lastly, I have a spare Magellan hand held GPS that would probably fit in
   that center recess.  You could borrow it indefinitely if you want.  The
   data base is from pre 9/11 but it will get you from here to there.

   --
   David Leonard

   Turbo Rotary RV-6 N4VY
   http://N4VY.RotaryRoster.net
   http://RotaryRoster.net

   Yes I noticed that line from the installed pitot tube and I
   connected the dynamic pressure line already. The static line is now
   unconnected in the fuselage end.

   I'll definitely borrow that Magellan hand held GPS. I need to let my
   bank account recover some what from the purchase of the air plane :)

   The ole ball and chain is getting a bit disturbed :)

   Thanks Dave.

   BTW do you know what batteries Mike used. They did not come with the
   airplane.
   I don't want to rebuild the battery box unless I must.

   Paul Lamar


I dont know for sure about the batteries, but I would guess that they
were the Oddessy PC 680 or panasonic equavelent:

http://www.odysseybatteries.com/battery/pc680series.htm

It is possible to find them cheaper on the internet or e/bay.  Mike was
probably using the Panasonics which can be found much cheaper:  (used
to  be that way, but they seem to cost the same now adays unless you
want to get the Tempest)

http://www.panasonic.com/industrial/includes/pdf/Panasonic_VRLA_LC-RD1217P.pdf

I have an old PC 680 sitting around to give a trial fit.

I could possibly have some afternoon available this week.  Won't usually
know until the prior evening though.  I could fly up and turn some
wrenches after I fix my spark plug issue.