X-Virus-Scanned: clean according to Sophos on Logan.com X-PolluStop: No license found, only first 5 messages were scanned Return-Path: Sender: To: lml Date: Wed, 28 Jun 2006 17:50:14 -0400 Message-ID: X-Original-Return-Path: Received: from vms040pub.verizon.net ([206.46.252.40] verified) by logan.com (CommuniGate Pro SMTP 5.1c.1) with ESMTP id 1209471 for lml@lancaironline.net; Wed, 28 Jun 2006 02:26:16 -0400 Received: from jacky0da39824a ([71.111.158.24]) by vms040.mailsrvcs.net (Sun Java System Messaging Server 6.2-4.02 (built Sep 9 2005)) with ESMTPA id <0J1K00MCY4JPVRO8@vms040.mailsrvcs.net> for lml@lancaironline.net; Wed, 28 Jun 2006 01:26:16 -0500 (CDT) X-Original-Date: Tue, 27 Jun 2006 23:26:07 -0700 From: "Tom Gourley" Subject: Re: [LML] Re: Sterling Ainsworth accident X-Original-To: "Lancair Mailing List" Reply-to: "Tom Gourley" X-Original-Message-id: <004501c69a7b$bdc188b0$660610ac@jacky0da39824a> MIME-version: 1.0 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2900.2869 X-Mailer: Microsoft Outlook Express 6.00.2900.2869 Content-type: multipart/alternative; boundary="----=_NextPart_000_0042_01C69A41.10CED520" X-Priority: 3 X-MSMail-priority: Normal References: This is a multi-part message in MIME format. ------=_NextPart_000_0042_01C69A41.10CED520 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Colyncase wrote: "What I don't get is why the airspeed would get more attention than the = EFIS which would presumably say you are straight and level." I recall reading an article quite a few years ago, I think it was in the = "Aftermath" column of Flying Magazine, about a 727 crash that was that = was initiated by a blocked pitot. Actually I think the 727 has more = than one pitot and all of them iced over due to some problem. As I said = it's been several years and I don't recall the specifics of the = malfunction that blocked the pitots. What I do remember is that this = occurred while only the flight deck crew was on board, during either a = ferry flight or a repositioning flight, and the pitot problem happened = during climbout. As you can imagine, as the aircraft climbed the = airspeed increased. The flight crew at first attributed the unusual = climb and airspeed readings to the fact that the plane was empty. They = fixated on the increasing airspeed and kept pulling back on the yokes; = the airspeed continued to increase. What they thought was a mach buffet = was the beginnings of a stall. They never did figure out what was going = on, stalled the aircraft, and spun in. Tom Gourley ----- Original Message -----=20 From: colyncase on earthlink=20 To: Lancair Mailing List=20 Sent: Monday, June 26, 2006 8:43 PM Subject: [LML] Re: Sterling Ainsworth accident Hamid wrote Can an average pilot assess the situation with enough confidence to = overcome all their training and cut the power and pull up when = everything is pointing to a stall or an imminent stall? Can an average = pilot do that in less time than it took you to read this post? Yes I read that post. What I don't get is why the airspeed would get = more attention than the EFIS which would presumably say you are straight = and level. ------=_NextPart_000_0042_01C69A41.10CED520 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Colyncase wrote:
 
"What I don't get is why the airspeed would get more attention = than the=20 EFIS which would presumably say you are straight and level."
 
I recall reading an article quite = a=20 few years ago, I think it was in the "Aftermath" column of Flying = Magazine,=20 about a 727 crash that was that was initiated by a blocked = pitot. =20 Actually I think the 727 has more than one pitot and all of them iced = over due=20 to some problem.  As I said it's been several years and I don't = recall the=20 specifics of the malfunction that blocked the pitots.  What I do = remember=20 is that this occurred while only the flight deck crew was on board, = during=20 either a ferry flight or a repositioning flight, and the pitot problem = happened=20 during climbout.  As you can imagine, as the aircraft climbed the = airspeed=20 increased.  The flight crew at first attributed the unusual climb = and=20 airspeed readings to the fact that the plane was empty.  They = fixated=20 on the increasing airspeed and kept pulling back on the yokes; the = airspeed=20 continued to increase.  What they thought was a mach buffet was the = beginnings of a stall.  They never did figure out what was going = on,=20 stalled the aircraft, and spun in.
 
Tom Gourley
----- Original Message -----
From:=20 colyncase on earthlink =
Sent: Monday, June 26, 2006 = 8:43 PM
Subject: [LML] Re: Sterling = Ainsworth=20 accident

Hamid wrote
Can an average pilot assess the situation with enough = confidence to=20 overcome all their training and cut the power and pull up when = everything is=20 pointing to a stall or an imminent stall?  Can an average pilot = do that=20 in less time than it took you to read this post?
 
Yes I read that post.   What I don't get is why the = airspeed=20 would get more attention than the EFIS which would presumably say you = are=20 straight and level.
 
 
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