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n223rv(at)wolflakeairport
Guest

Posted: Sun Jan 06, 2013 1:13 pm Post subject: Another RV-10 down?

http://www.10news.com/news/experimental-aircraft-goes-down-near-julian-pilot-not-injured-01052013

Do not archive



-Mike KrausRV-4 sold 

RV-10 flying 

KitFox SS7 Radial building 



 [quote][b]

rv10flyer

Joined: 25 Aug 2009
Posts: 364

Posted: Mon Jan 07, 2013 12:08 am Post subject: Re: Another RV-10 down?

N262NJ.

_________________
Wayne G.

robin(at)PaintTheWeb.com
Guest

Posted: Mon Jan 07, 2013 1:29 am Post subject: Another RV-10 down?

Wow. The photo looks like a difficult terrain to settle and still walk away. So happy no fatalities in the recent events. Let's keep doing our best to be mechanically, physically  & emotionally ready to fly safely. 

  

Robin 

  

[img]cid:image002.jpg(at)01CDEC76.3755D340[/img] 

    

From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Michael Kraus

 Sent: Sunday, January 06, 2013 1:13 PM

 To: rv10-list(at)matronics.com

 Subject: RV10-List: Another RV-10 down? 

 

 

   

http://www.10news.com/news/experimental-aircraft-goes-down-near-julian-pilot-not-injured-01052013 

  

  

  

Do not archive

 

 -Mike Kraus  

RV-4 sold  

  

RV-10 flying  

  

KitFox SS7 Radial building  

 

  	  Quote: 	
		    _-=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D_-=3D          - The RV10-List Email Forum -_-=3D Use the Matronics List Features Navigator to browse_-=3D the many List utilities such as List Un/Subscription,_-=3D Archive Search & Download, 7-Day Browse, Chat, FAQ,_-=3D Photoshare, and much much more:_-=3D_-=3D   --> [url=3D%22http:/www.matronics.com/Navigator?RV10-List%22]http://www.matronics.com/Navigator?RV10-List[/url]  	
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robin(at)PaintTheWeb.com
Guest

Posted: Mon Jan 07, 2013 1:34 am Post subject: Another RV-10 down?

Certificate Issue Date  11/27/2012 

  

Serial Number 41147 

  

Do Not Archive 

  

[img]cid:image003.jpg(at)01CDEC77.34786060[/img] 

  

--

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Tim Olson

Joined: 25 Jan 2007
Posts: 2872

Posted: Mon Jan 07, 2013 5:45 am Post subject: Another RV-10 down?

This link has some good photos of the crash site.  Did a good job to be 

walking away it looks like.  First flight was 12/27/2012 I think,

based on an online post, so it was only 1.5 weeks old when it

went in.  Probably was still in the Phase I would be my guess,

and must have run into some sort of bug.



http://www.sandiegonewsvideo.com/archive/20130105B-world-record-holder-crashes-plane



There is video there showing the site too.



http://www.youtube.com/watch?feature=player_embedded&v=IUm3aIuzuZE



Tim



On 1/7/2013 3:34 AM, Robin Marks wrote:

 	  Quote: 	
		   Certificate Issue Date11/27/2012



 Serial Number**41147



 Do Not Archive



 http://ecx.images-amazon.com/images/I/4119PH1X-zL._SS500_.jpg

rv10flyer

Joined: 25 Aug 2009
Posts: 364

Posted: Mon Jan 07, 2013 6:28 am Post subject: Re: Another RV-10 down?

Supposedly on with Ramona tower at 10,000' with low oil pressure and later engine seizure. He had three Garmin G3X's. Do they not have private strips on their database? Looks like several in that area. Glad he made it down safely. Another nose gear failure...maybe we need a beefier design.

_________________
Wayne G.

dave.saylor.aircrafters(a
Guest

Posted: Mon Jan 07, 2013 6:46 am Post subject: Another RV-10 down?

Jerry Jackson came to our shop before he startedÂ buildingÂ a 10. Â He already holds a trans-con record in a 6. Â Very nice guy and seemed really competent.

  Dave Saylor

831-750-0284 CL

 



On Mon, Jan 7, 2013 at 1:34 AM, Robin Marks <robin(at)painttheweb.com (robin(at)painttheweb.com)> wrote:

[quote]          

Certificate Issue DateÂ  11/27/2012   

Â  

Serial Number 41147 

Â  

Do Not Archive 

Â  

 

Â  

--

Strasnuts

Joined: 10 Feb 2009
Posts: 502
Location: Salt Lake City, UT

Posted: Mon Jan 07, 2013 7:24 am Post subject: Another RV-10 down?

G3X can show private strips. It's an option. 



Sent from my iPhone



On Jan 7, 2013, at 7:28, "rv10flyer" <wayne.gillispie(at)gmail.com> wrote:



 	  Quote: 	
		   

 

 Supposedly on with Ramona tower at 10,000' with low oil pressure and later engine seizure. He had three Garmin G3X's. Do they not have private strips on their database? Looks like several in that area. Glad he made it down safely. Another nose gear failure...maybe we need a beefier design.

 

 --------

 Wayne G.

 12/01/2011

 TT= 95

 

 

 

 

 Read this topic online here:

 

 http://forums.matronics.com/viewtopic.php?p=391751#391751

_________________
40936
RV-10 SB N801VR Flying
780 Hours
SuperSTOL 60 hours

rv10flyer

Joined: 25 Aug 2009
Posts: 364

Posted: Mon Jan 07, 2013 8:05 am Post subject: Re: Another RV-10 down?

It sure would have been nice if he could have made it to the 2,000' CA76, 5 nm NW of crash site.

_________________
Wayne G.

charliewaffles

Joined: 15 Mar 2011
Posts: 18

Posted: Mon Jan 07, 2013 9:24 am Post subject: Re: Another RV-10 down?

This serial number is latterly the one right after mine (41146) and I thought I was on a fast past to fly (by March). This guy beat me to it.

john.maccallum(at)bigpond
Guest

Posted: Mon Jan 07, 2013 1:35 pm Post subject: Another RV-10 down?

Looks to me like he did a real good job and has touched down uphill as slow

as he could get it. There doesn't appear to be much damage overall and I can

only hope if I ever get into that situation I can do half as good!

Cheers



John MacCallum

VH-DUU

RV 10 # 41016



--

dave.saylor.aircrafters(a
Guest

Posted: Thu Jan 10, 2013 3:40 pm Post subject: Another RV-10 down?

I spoke to Jerry Jackson on the phone today. Â He's a friend of my airplane partner and was gracious enough to describe his recent forced landing in a lot of detail for me, and said I could make a post about it to the Matronics list. Â AirCrafters wasn't involved in his build in any way, except that Jerry got a ride from my partner a few years ago and decided to build based partially on that experience. Â From my notes:

   



Jerry had been flying his plane for one week. Â It was his fourth flight with six hours on the Hobbs. Â He had flown for two hours the day before. Â His habit had been to decowl after every flight to look for trouble. Â He landed at two airports in his test area and practiced some steep turns. Â He departed Aqua Caliente (L54) and climbed to 8500 feet. Â Note that the terrain in the area (33 Â 00.143, Â -116 Â 42.912) includes very little flat land, peaks above 6000 feet, and deep canyons. Â He was headed back to his test base, Ramona airport (RNM), when he noticed oil pressure dropping. Â The plane is equipped with a 3-screen Garmin G3X panel, which includes a complete engine monitor.

   



He said at first he thought the reading was erroneous, but it kept dropping evenly. Â 20 miles from RNM he called the tower and declared an emergency. Â There was no smell of oil and no visible oil leak. Â As the pressure went to 0 his RPM rose, since the governor had no oil to work with, and at that point he knew he had a true emergency.

   



17 miles from Ramona, the engine seized and stopped.

He slowed to a good glide speed and being already on frequency, he requested vectors to anything flat. Â He was given a heading to Flying T Ranch but realized immediately he couldn't glide that far. Â Just ahead he could see a deep North-South canyon (San Diego River). Â He estimated he could glide into it but not over it. Â Opting not to glide to the bottom of a rocky canyon, he turned south to parallel the canyon rim. Â He saw a road (Eagle Peak Rd.) and followed it south. Â On seeing a few parked cars, he picked the most gentle hillside and glided into some low brush, uphill, with flaps down at 50-55 knots.

   



The nose gear tore off almost immediately. Â He later found it sticking out of the ground â€œlike a plumber's water pipeâ€. Â He noted that his 406 MHz ELT had activated. Â He was concerned that the authorities would call his home looking for him, only to reach his wife who didn't know what was going on. Â He got out and attempted a call to Ramona on a handheld. Â This part is coolâ€”an RV-4 in the area had heard his distress call and headed his way. Â The -4 found him and was able to relay some info from Jerry to Ramona, and pass on the exact location to ATC. Â It took a hiker with a smartphone to get a text message to his wife, however, right after the Air Force called her. Â The fire department arrived 45 minutes after landing and gave him a ride back to town.

   



In Jerry's estimation, the airframe is most likely destroyed. Â He said there were buckles in the sheet metal in many places, including the tunnel and the panel (wow!). Â But he said over and over that he thought Van's designed a great plane that protected him when he needed it, bent where it should have and stayed together where it had to.

   



This was his third engine from Aerosport Power. Â He's a repeat offender having built a Murphy Moose and a -6A. Â He put 1600 hours on his last RV. Â All the oil was concentrated on the right side but he hasn't been able to determine yet what happened. Â If I hear I'll try to post any news.

   



Personally, I think he did a great job flying, navigating, and communicating, in that order. Â He took appropriate action, slowed to glide speed, didn't stall too high, he found a place to land, and he managed to be found by ground, air, and space. Â And he walked away. Â Good job!

   

Dave Saylor

831-750-0284 CL

 



On Mon, Jan 7, 2013 at 6:44 AM, Dave Saylor <dave.saylor.aircrafters(at)gmail.com (dave.saylor.aircrafters(at)gmail.com)> wrote:

  [quote]Jerry Jackson came to our shop before he startedÂ buildingÂ a 10. Â He already holds a trans-con record in a 6. Â Very nice guy and seemed really competent.

   Dave Saylor

[url=tel:831-750-0284]831-750-0284[/url] CL

 



On Mon, Jan 7, 2013 at 1:34 AM, Robin Marks <robin(at)painttheweb.com (robin(at)painttheweb.com)> wrote:

[quote]           

Certificate Issue DateÂ  11/27/2012    

Â  

Serial Number 41147 

Â  

Do Not Archive 

Â  

 

Â  

--

rv10flyer

Joined: 25 Aug 2009
Posts: 364

Posted: Thu Jan 10, 2013 5:02 pm Post subject: Re: Another RV-10 down?

Dave, 



Thank you for keeping us updated. We are glad he made it down safely and is sharing his experiences with us. We will all learn from this. Let us know what you find out on the RH side oil leak.

_________________
Wayne G.

gengrumpy(at)aol.com
Guest

Posted: Thu Jan 10, 2013 6:14 pm Post subject: Another RV-10 down?

Hope Jerry will forward to the list what happened to his engine......



grumpy

N184JM

do not archive



On Jan 10, 2013, at 5:38 PM, Dave Saylor wrote:

[quote]I spoke to Jerry Jackson on the phone today.  He's a friend of my airplane partner and was gracious enough to describe his recent forced landing in a lot of detail for me, and said I could make a post about it to the Matronics list.  AirCrafters wasn't involved in his build in any way, except that Jerry got a ride from my partner a few years ago and decided to build based partially on that experience.  From my notes:

   



Jerry had been flying his plane for one week.  It was his fourth flight with six hours on the Hobbs.  He had flown for two hours the day before.  His habit had been to decowl after every flight to look for trouble.  He landed at two airports in his test area and practiced some steep turns.  He departed Aqua Caliente (L54) and climbed to 8500 feet.  Note that the terrain in the area (33  00.143,  -116  42.912) includes very little flat land, peaks above 6000 feet, and deep canyons.  He was headed back to his test base, Ramona airport (RNM), when he noticed oil pressure dropping.  The plane is equipped with a 3-screen Garmin G3X panel, which includes a complete engine monitor.

   



He said at first he thought the reading was erroneous, but it kept dropping evenly.  20 miles from RNM he called the tower and declared an emergency.  There was no smell of oil and no visible oil leak.  As the pressure went to 0 his RPM rose, since the governor had no oil to work with, and at that point he knew he had a true emergency.

   



17 miles from Ramona, the engine seized and stopped.

He slowed to a good glide speed and being already on frequency, he requested vectors to anything flat.  He was given a heading to Flying T Ranch but realized immediately he couldn't glide that far.  Just ahead he could see a deep North-South canyon (San Diego River).  He estimated he could glide into it but not over it.  Opting not to glide to the bottom of a rocky canyon, he turned south to parallel the canyon rim.  He saw a road (Eagle Peak Rd.) and followed it south.  On seeing a few parked cars, he picked the most gentle hillside and glided into some low brush, uphill, with flaps down at 50-55 knots.

   



The nose gear tore off almost immediately.  He later found it sticking out of the ground “like a plumber's water pipe”.  He noted that his 406 MHz ELT had activated.  He was concerned that the authorities would call his home looking for him, only to reach his wife who didn't know what was going on.  He got out and attempted a call to Ramona on a handheld.  This part is cool—an RV-4 in the area had heard his distress call and headed his way.  The -4 found him and was able to relay some info from Jerry to Ramona, and pass on the exact location to ATC.  It took a hiker with a smartphone to get a text message to his wife, however, right after the Air Force called her.  The fire department arrived 45 minutes after landing and gave him a ride back to town.

   



In Jerry's estimation, the airframe is most likely destroyed.  He said there were buckles in the sheet metal in many places, including the tunnel and the panel (wow!).  But he said over and over that he thought Van's designed a great plane that protected him when he needed it, bent where it should have and stayed together where it had to.

   



This was his third engine from Aerosport Power.  He's a repeat offender having built a Murphy Moose and a -6A.  He put 1600 hours on his last RV.  All the oil was concentrated on the right side but he hasn't been able to determine yet what happened.  If I hear I'll try to post any news.

   



Personally, I think he did a great job flying, navigating, and communicating, in that order.  He took appropriate action, slowed to glide speed, didn't stall too high, he found a place to land, and he managed to be found by ground, air, and space.  And he walked away.  Good job!

   

Dave Saylor

831-750-0284 CL

 



On Mon, Jan 7, 2013 at 6:44 AM, Dave Saylor <dave.saylor.aircrafters(at)gmail.com (dave.saylor.aircrafters(at)gmail.com)> wrote:

  [quote]Jerry Jackson came to our shop before he started building a 10.  He already holds a trans-con record in a 6.  Very nice guy and seemed really competent.

   Dave Saylor

[url=tel:831-750-0284]831-750-0284[/url] CL

 



On Mon, Jan 7, 2013 at 1:34 AM, Robin Marks <robin(at)painttheweb.com (robin(at)painttheweb.com)> wrote:

[quote]          

Certificate Issue Date  11/27/2012

 

Serial Number 41147

 

Do Not Archive

 



 

--

rv10flyer(at)live.com
Guest

Posted: Thu Jan 10, 2013 7:18 pm Post subject: Another RV-10 down?

Unlike some other –10 accidents Jerry did everything right. I recall doing  the engine review by pulling the cowl after every flight and thinking it might  be overkill, looks like Jerry did the same thing, so whatever caused that loss  of oil pressure happened quickly and without any sign of it in his last  inspection, recall that we can fly these planes with as a little as 2.75 quarts  of oil, so at least 6 quarts drained out quickly (if that is what happened).  Much can be learned from what happened. BTW, I flew into aqua caliente once, and  only once, swore I would never go back there again. (gas was .15c cheaper a  gallon) I got  beat up from the steep terrain, high cross winds and high  oil temperatures. What Jerry did in that terrain is amazing, one needs to see  how tough that terrain is to set a plane down anywhere to understand the level  of difficulty.

 Pascal

    

  From: Miller John (gengrumpy(at)aol.com) 

 Sent: Thursday, January 10, 2013 6:12 PM

 To: rv10-list(at)matronics.com (rv10-list(at)matronics.com) 

 Subject: Re: Re: Another RV-10 down?

  



 Hope  Jerry will forward to the list what happened to his engine......   

 grumpy

 N184JM

  

 do not archive

   

  On Jan 10, 2013, at 5:38 PM, Dave Saylor wrote:

 [quote]      I spoke to Jerry Jackson on the phone today.  He's a friend of my    airplane partner and was gracious enough to describe his recent forced landing    in a lot of detail for me, and said I could make a post about it to the    Matronics list.  AirCrafters wasn't involved in his build in any way,    except that Jerry got a ride from my partner a few years ago and decided to    build based partially on that experience.  From my notes:

    

   Jerry had been flying his plane for one week.  It was his fourth    flight with six hours on the Hobbs.  He had flown for two hours the day    before.  His habit had been to decowl after every flight to look for    trouble.  He landed at two airports in his test area and practiced some    steep turns.  He departed Aqua Caliente (L54) and climbed to 8500    feet.  Note that the terrain in the area (33  00.143,     -116  42.912) includes very little flat land, peaks above 6000 feet, and    deep canyons.  He was headed back to his test base, Ramona airport (RNM),    when he noticed oil pressure dropping.  The plane is equipped with a    3-screen Garmin G3X panel, which includes a complete engine monitor.

    

   He said at first he thought the reading was erroneous, but it kept    dropping evenly.  20 miles from RNM he called the tower and declared an    emergency.  There was no smell of oil and no visible oil leak.  As    the pressure went to 0 his RPM rose, since the governor had no oil to work    with, and at that point he knew he had a true emergency.

    

   17 miles from Ramona, the engine seized and stopped.

    

   He slowed to a good glide speed and being already on frequency, he    requested vectors to anything flat.  He was given a heading to Flying T    Ranch but realized immediately he couldn't glide that far.  Just ahead he    could see a deep North-South canyon (San Diego River).  He estimated he    could glide into it but not over it.  Opting not to glide to the bottom    of a rocky canyon, he turned south to parallel the canyon rim.  He saw a    road (Eagle Peak Rd.) and followed it south.  On seeing a few parked    cars, he picked the most gentle hillside and glided into some low brush,    uphill, with flaps down at 50-55 knots.

    

   The nose gear tore off almost immediately.  He later found it    sticking out of the ground “like a plumber's water pipe”.  He noted that    his 406 MHz ELT had activated.  He was concerned that the authorities    would call his home looking for him, only to reach his wife who didn't know    what was going on.  He got out and attempted a call to Ramona on a    handheld.  This part is cool—an RV-4 in the area had heard his distress    call and headed his way.  The -4 found him and was able to relay some    info from Jerry to Ramona, and pass on the exact location to ATC.  It    took a hiker with a smartphone to get a text message to his wife, however,    right after the Air Force called her.  The fire department arrived 45    minutes after landing and gave him a ride back to town.

    

   In Jerry's estimation, the airframe is most likely destroyed.  He    said there were buckles in the sheet metal in many places, including the    tunnel and the panel (wow!).  But he said over and over that he thought    Van's designed a great plane that protected him when he needed it, bent where    it should have and stayed together where it had to.

    

   This was his third engine from Aerosport Power.  He's a repeat    offender having built a Murphy Moose and a -6A.  He put 1600 hours on his    last RV.  All the oil was concentrated on the right side but he hasn't    been able to determine yet what happened.  If I hear I'll try to post any    news.

    

   Personally, I think he did a great job flying, navigating, and    communicating, in that order.  He took appropriate action, slowed to    glide speed, didn't stall too high, he found a place to land, and he managed    to be found by ground, air, and space.  And he walked away.  Good    job!



       

   Dave Saylor

831-750-0284 CL

   On Mon, Jan 7, 2013 at 6:44 AM, Dave Saylor <dave.saylor.aircrafters(at)gmail.com (dave.saylor.aircrafters(at)gmail.com)> wrote:

   [quote]     Jerry Jackson came to our shop before he started building a      10.  He already holds a trans-con record in a 6.  Very nice guy      and seemed really competent.

          Dave Saylor

[url=tel:831-750-0284]831-750-0284[/url] CL

          



     On Mon, Jan 7, 2013 at 1:34 AM, Robin Marks <robin(at)painttheweb.com (robin(at)painttheweb.com)> wrote:

     [quote]                     

Certificate        Issue Date         11/27/2012       

        

Serial Number        41147       

        

Do Not Archive       

        

              

        

--

rick.mcbride(at)me.com
Guest

Posted: Fri Jan 11, 2013 2:38 am Post subject: Another RV-10 down?

But did you notice where his engine came from?



Rick



On Jan 10, 2013, at 10:15 PM, Pascal <rv10flyer(at)live.com (rv10flyer(at)live.com)> wrote:

[quote]    Unlike some other â€“10 accidents Jerry did everything right. I recall doing  the engine review by pulling the cowl after every flight and thinking it might  be overkill, looks like Jerry did the same thing, so whatever caused that loss  of oil pressure happened quickly and without any sign of it in his last  inspection, recall that we can fly these planes with as a little as 2.75 quarts  of oil, so at least 6 quarts drained out quickly (if that is what happened).  Much can be learned from what happened. BTW, I flew into aqua caliente once, and  only once, swore I would never go back there again. (gas was .15c cheaper a  gallon) I got  beat up from the steep terrain, high cross winds and high  oil temperatures. What Jerry did in that terrain is amazing, one needs to see  how tough that terrain is to set a plane down anywhere to understand the level  of difficulty.

 Pascal

    

  From: Miller John (gengrumpy(at)aol.com) 

 Sent: Thursday, January 10, 2013 6:12 PM

 To: rv10-list(at)matronics.com (rv10-list(at)matronics.com) 

 Subject: Re: Re: Another RV-10 down?

  



 Hope  Jerry will forward to the list what happened to his engine......   

 grumpy

 N184JM

  

 do not archive

   

  On Jan 10, 2013, at 5:38 PM, Dave Saylor wrote:

 [quote]      I spoke to Jerry Jackson on the phone today.  He's a friend of my    airplane partner and was gracious enough to describe his recent forced landing    in a lot of detail for me, and said I could make a post about it to the    Matronics list.  AirCrafters wasn't involved in his build in any way,    except that Jerry got a ride from my partner a few years ago and decided to    build based partially on that experience.  From my notes:

    

   Jerry had been flying his plane for one week.  It was his fourth    flight with six hours on the Hobbs.  He had flown for two hours the day    before.  His habit had been to decowl after every flight to look for    trouble.  He landed at two airports in his test area and practiced some    steep turns.  He departed Aqua Caliente (L54) and climbed to 8500    feet.  Note that the terrain in the area (33  00.143,     -116  42.912) includes very little flat land, peaks above 6000 feet, and    deep canyons.  He was headed back to his test base, Ramona airport (RNM),    when he noticed oil pressure dropping.  The plane is equipped with a    3-screen Garmin G3X panel, which includes a complete engine monitor.

    

   He said at first he thought the reading was erroneous, but it kept    dropping evenly.  20 miles from RNM he called the tower and declared an    emergency.  There was no smell of oil and no visible oil leak.  As    the pressure went to 0 his RPM rose, since the governor had no oil to work    with, and at that point he knew he had a true emergency.

    

   17 miles from Ramona, the engine seized and stopped.

    

   He slowed to a good glide speed and being already on frequency, he    requested vectors to anything flat.  He was given a heading to Flying T    Ranch but realized immediately he couldn't glide that far.  Just ahead he    could see a deep North-South canyon (San Diego River).  He estimated he    could glide into it but not over it.  Opting not to glide to the bottom    of a rocky canyon, he turned south to parallel the canyon rim.  He saw a    road (Eagle Peak Rd.) and followed it south.  On seeing a few parked    cars, he picked the most gentle hillside and glided into some low brush,    uphill, with flaps down at 50-55 knots.

    

   The nose gear tore off almost immediately.  He later found it    sticking out of the ground â€œlike a plumber's water pipeâ€.  He noted that    his 406 MHz ELT had activated.  He was concerned that the authorities    would call his home looking for him, only to reach his wife who didn't know    what was going on.  He got out and attempted a call to Ramona on a    handheld.  This part is coolâ€”an RV-4 in the area had heard his distress    call and headed his way.  The -4 found him and was able to relay some    info from Jerry to Ramona, and pass on the exact location to ATC.  It    took a hiker with a smartphone to get a text message to his wife, however,    right after the Air Force called her.  The fire department arrived 45    minutes after landing and gave him a ride back to town.

    

   In Jerry's estimation, the airframe is most likely destroyed.  He    said there were buckles in the sheet metal in many places, including the    tunnel and the panel (wow!).  But he said over and over that he thought    Van's designed a great plane that protected him when he needed it, bent where    it should have and stayed together where it had to.

    

   This was his third engine from Aerosport Power.  He's a repeat    offender having built a Murphy Moose and a -6A.  He put 1600 hours on his    last RV.  All the oil was concentrated on the right side but he hasn't    been able to determine yet what happened.  If I hear I'll try to post any    news.

    

   Personally, I think he did a great job flying, navigating, and    communicating, in that order.  He took appropriate action, slowed to    glide speed, didn't stall too high, he found a place to land, and he managed    to be found by ground, air, and space.  And he walked away.  Good    job!



       

   Dave Saylor

831-750-0284 CL

   On Mon, Jan 7, 2013 at 6:44 AM, Dave Saylor <dave.saylor.aircrafters(at)gmail.com (dave.saylor.aircrafters(at)gmail.com)> wrote:

   [quote]     Jerry Jackson came to our shop before he started building a      10.  He already holds a trans-con record in a 6.  Very nice guy      and seemed really competent.

          Dave Saylor

[url=tel:831-750-0284]831-750-0284[/url] CL

          



     On Mon, Jan 7, 2013 at 1:34 AM, Robin Marks <robin(at)painttheweb.com (robin(at)painttheweb.com)> wrote:

     [quote]                     

Certificate        Issue Date         11/27/2012       

        

Serial Number        41147       

        

Do Not Archive       

        

[img]cid:[/img]              

        

--

rick.mcbride(at)me.com
Guest

Posted: Fri Jan 11, 2013 4:55 am Post subject: Another RV-10 down?

Please disregard my previous post.  I was having a conversation off the list but inadvertently sent it to the group.  It's out of context and in no way a negative statement.  Sorry.



Rick



On Jan 11, 2013, at 5:37 AM, Richard McBride <rick.mcbride(at)me.com (rick.mcbride(at)me.com)> wrote:

[quote]But did you notice where his engine came from?



Rick



On Jan 10, 2013, at 10:15 PM, Pascal <rv10flyer(at)live.com (rv10flyer(at)live.com)> wrote:

[quote]    Unlike some other â€“10 accidents Jerry did everything right. I recall doing  the engine review by pulling the cowl after every flight and thinking it might  be overkill, looks like Jerry did the same thing, so whatever caused that loss  of oil pressure happened quickly and without any sign of it in his last  inspection, recall that we can fly these planes with as a little as 2.75 quarts  of oil, so at least 6 quarts drained out quickly (if that is what happened).  Much can be learned from what happened. BTW, I flew into aqua caliente once, and  only once, swore I would never go back there again. (gas was .15c cheaper a  gallon) I got  beat up from the steep terrain, high cross winds and high  oil temperatures. What Jerry did in that terrain is amazing, one needs to see  how tough that terrain is to set a plane down anywhere to understand the level  of difficulty.

 Pascal

    

  From: Miller John (gengrumpy(at)aol.com) 

 Sent: Thursday, January 10, 2013 6:12 PM

 To: rv10-list(at)matronics.com (rv10-list(at)matronics.com) 

 Subject: Re: Re: Another RV-10 down?

  



 Hope  Jerry will forward to the list what happened to his engine......   

 grumpy

 N184JM

  

 do not archive

   

  On Jan 10, 2013, at 5:38 PM, Dave Saylor wrote:

 [quote]      I spoke to Jerry Jackson on the phone today.  He's a friend of my    airplane partner and was gracious enough to describe his recent forced landing    in a lot of detail for me, and said I could make a post about it to the    Matronics list.  AirCrafters wasn't involved in his build in any way,    except that Jerry got a ride from my partner a few years ago and decided to    build based partially on that experience.  From my notes:

    

   Jerry had been flying his plane for one week.  It was his fourth    flight with six hours on the Hobbs.  He had flown for two hours the day    before.  His habit had been to decowl after every flight to look for    trouble.  He landed at two airports in his test area and practiced some    steep turns.  He departed Aqua Caliente (L54) and climbed to 8500    feet.  Note that the terrain in the area (33  00.143,     -116  42.912) includes very little flat land, peaks above 6000 feet, and    deep canyons.  He was headed back to his test base, Ramona airport (RNM),    when he noticed oil pressure dropping.  The plane is equipped with a    3-screen Garmin G3X panel, which includes a complete engine monitor.

    

   He said at first he thought the reading was erroneous, but it kept    dropping evenly.  20 miles from RNM he called the tower and declared an    emergency.  There was no smell of oil and no visible oil leak.  As    the pressure went to 0 his RPM rose, since the governor had no oil to work    with, and at that point he knew he had a true emergency.

    

   17 miles from Ramona, the engine seized and stopped.

    

   He slowed to a good glide speed and being already on frequency, he    requested vectors to anything flat.  He was given a heading to Flying T    Ranch but realized immediately he couldn't glide that far.  Just ahead he    could see a deep North-South canyon (San Diego River).  He estimated he    could glide into it but not over it.  Opting not to glide to the bottom    of a rocky canyon, he turned south to parallel the canyon rim.  He saw a    road (Eagle Peak Rd.) and followed it south.  On seeing a few parked    cars, he picked the most gentle hillside and glided into some low brush,    uphill, with flaps down at 50-55 knots.

    

   The nose gear tore off almost immediately.  He later found it    sticking out of the ground â€œlike a plumber's water pipeâ€.  He noted that    his 406 MHz ELT had activated.  He was concerned that the authorities    would call his home looking for him, only to reach his wife who didn't know    what was going on.  He got out and attempted a call to Ramona on a    handheld.  This part is coolâ€”an RV-4 in the area had heard his distress    call and headed his way.  The -4 found him and was able to relay some    info from Jerry to Ramona, and pass on the exact location to ATC.  It    took a hiker with a smartphone to get a text message to his wife, however,    right after the Air Force called her.  The fire department arrived 45    minutes after landing and gave him a ride back to town.

    

   In Jerry's estimation, the airframe is most likely destroyed.  He    said there were buckles in the sheet metal in many places, including the    tunnel and the panel (wow!).  But he said over and over that he thought    Van's designed a great plane that protected him when he needed it, bent where    it should have and stayed together where it had to.

    

   This was his third engine from Aerosport Power.  He's a repeat    offender having built a Murphy Moose and a -6A.  He put 1600 hours on his    last RV.  All the oil was concentrated on the right side but he hasn't    been able to determine yet what happened.  If I hear I'll try to post any    news.

    

   Personally, I think he did a great job flying, navigating, and    communicating, in that order.  He took appropriate action, slowed to    glide speed, didn't stall too high, he found a place to land, and he managed    to be found by ground, air, and space.  And he walked away.  Good    job!



       

   Dave Saylor

831-750-0284 CL

   On Mon, Jan 7, 2013 at 6:44 AM, Dave Saylor <dave.saylor.aircrafters(at)gmail.com (dave.saylor.aircrafters(at)gmail.com)> wrote:

   [quote]     Jerry Jackson came to our shop before he started building a      10.  He already holds a trans-con record in a 6.  Very nice guy      and seemed really competent.

          Dave Saylor

[url=tel:831-750-0284]831-750-0284[/url] CL

          



     On Mon, Jan 7, 2013 at 1:34 AM, Robin Marks <robin(at)painttheweb.com (robin(at)painttheweb.com)> wrote:

     [quote]                     

Certificate        Issue Date         11/27/2012       

        

Serial Number        41147       

        

Do Not Archive       

        

[img]cid:[/img]              

        

--

Strasnuts

Joined: 10 Feb 2009
Posts: 502
Location: Salt Lake City, UT

Posted: Fri Jan 11, 2013 6:43 am Post subject: Another RV-10 down?

I actually thought the same thing, who  wouldn't?  It could have been a lot of other connections or accessories so  we will have to wait to see what exactly happened.  Just for reference, I  have an Aerosport IO-540-N1A5 with 300 hours.  Tim O and Scott S have them  too with over 800 hours each.

  

  

 [quote]   ---

_________________
40936
RV-10 SB N801VR Flying
780 Hours
SuperSTOL 60 hours

Kelly McMullen

Joined: 16 Apr 2008
Posts: 1188
Location: Sun Lakes AZ

Posted: Fri Jan 11, 2013 6:55 am Post subject: Another RV-10 down?

Good point. Just reinforces that we need to be certain of every fluid

connection to the engine, every connection among the flight controls, and

such critical items as part of the original certification inspection, and

then every opportunity we have to inspect them. Equally important to

install the restrictors that Vans supplies for oil and fuel pressure

sensing lines.

We will have to wait for whatever investigation can be done on his plane

and engine to know what happened and whether it is something we should all

look for or not.

Kelly



On Fri, Jan 11, 2013 at 7:42 AM, Seano <sean(at)braunandco.com> wrote:



[quote] **

 I actually thought the same thing, who wouldn't?  It could have been a lot

 of other connections or accessories so we will have to wait to see what

 exactly happened.  Just for reference, I have an Aerosport IO-540-N1A5 with

 300 hours.  Tim O and Scott S have them too with over 800 hours each.



 ---

_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor
KCHD

Tim Olson

Joined: 25 Jan 2007
Posts: 2872

Posted: Fri Jan 11, 2013 7:28 am Post subject: Another RV-10 down?

Actually, Scott and I are over 900. 



One of the reasons we went with Aerosport was the positive feedback

on reliability.  I actually trust them very much and have had

nothing but a positive experience from them. I get the feeling that

they will bend over backwards and go further than they even

should be willing to, to support your engine.  They've sent me

seals and gaskets that I should have paid for, for free, and

things like that.  Over and above.



I can tell you that on my engine, my experience with those

copper crush gaskets hasn't always been positive. It seems that

over time those can be prone to leakage.  I had a leak on the

right side of my engine that was fixed by replacing the copper

crush gasket under my oil pressure adjuster on the right side.



Certainly this isn't absolving the engine builder from

any possibility of improper torquing or a faulty component

causing an issue...nobody knows what happened yet.  But,

I'm just saying, I think there are far more happy customers

of this one than disappointed ones.  If you really want

an eye opener, read the Lancair list for threads on the

Performance Engines (Continental models) that they have, and

what kinds of issues they have. That can be scary.



It will be interesting to see what was the cause on this

one....valve cover gasket?  Copper crush gasket?  Oil return

line?  Could have been a bunch of things....could also be

an automatic quick/drain.



We'll see.

Tim





On 1/11/2013 8:42 AM, Seano wrote:

[quote] I actually thought the same thing, who wouldn't?  It could have been a

 lot of other connections or accessories so we will have to wait to see

 what exactly happened.  Just for reference, I have an Aerosport

 IO-540-N1A5 with 300 hours.  Tim O and Scott S have them too with over

 800 hours each.



     ---

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