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: Thu, 29 Jun 2006 07:29:39 -0400 Message-ID: X-Original-Return-Path: <2thman@cablespeed.com> Received: from admin2.cablespeed.com ([216.15.205.76] verified) by logan.com (CommuniGate Pro SMTP 5.1c.1) with ESMTP id 1211526 for lml@lancaironline.net; Thu, 29 Jun 2006 01:35:05 -0400 Received-SPF: pass receiver=logan.com; client-ip=216.15.205.76; envelope-from=2thman@cablespeed.com Received: from dummy.name; Thu, 29 Jun 2006 00:34:36 -0500 From: "John Barrett" <2thman@cablespeed.com> X-Original-To: "'Lancair Mailing List'" Subject: RE: [LML] Pitot Heat and Checklists X-Original-Date: Wed, 28 Jun 2006 22:34:14 -0700 X-Original-Message-ID: <019a01c69b3d$a9e3d970$0301a8c0@Home> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_019B_01C69B02.FD850170" X-Mailer: Microsoft Office Outlook 11 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2869 Thread-Index: AcabLW9QxkBvg6HFQd6CCgqGj4Vf/QADWazQ In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_019B_01C69B02.FD850170 Content-Type: text/plain; charset="windows-1250" Content-Transfer-Encoding: 7bit Thanks to all for your comments, One struck me in particular. Jeff Edwards wrote "use a checklist". I wonder if that would work? There are numerous scenarios where checklists are not advisable or productive. Most obvious is during an emergency. The engine quits - or even acts like it's going to and you definitely do not want to be referring to a check list. You need to be on automatic mode going through the emergency steps you've practiced over and over. So what do you do at the termination of a hard IFR flight to a busy airport with long runway and several minutes taxi time after landing? You turn off the runway and switch to ground control. Are you going to stop and refer to an after landing checklist before asking for taxi clearance? I doubt it. Maybe Jeff would but I can't see that happening for many pilots and I would guess that some controllers would take exception to this activity as well. They usually want you to get off the apron and on towards the FBO. Maybe you would try to go through the checklist while taxiiing to the ramp. That might work, but sometimes is difficult in single pilot operations (my primary flight mode). I honestly don't recall what the temps for auto on and auto off are for the thermister I purchased. I do recall thinking a lot about that before ordering. I think I gave it a fairly high (temp) on and off. That would make sense. I like the idea of having it on at all times during flight as suggested by Nathan Kanagy. It could be programmed for auto on whenever the gear comes up, but what about an instrument approach where you want the gear to be down at the IAF? Not good. Maybe actuated by a squat switch would be a better alternative. One suggestion was to have the manual on bypass the auto switch. I question that idea for the reason that it would introduce more failure points with little benefit. You now have two switches instead of one. The first serves a purpose - to simplify and automate a necessary process. The second switch serves only to get you around a possible failure in the first switch as I understand it. My approach is to purchase a high quality three position switch and have a check list item to check all three positions for this and all other like switches prior to taking the runway. Regards, John Barrett _____ From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Sky2high@aol.com Sent: Wednesday, June 28, 2006 8:35 PM To: Lancair Mailing List Subject: [LML] Pitot Heat and Checklists In a message dated 6/28/2006 4:50:57 P.M. Central Standard Time, VTAILJEFF@aol.com writes: Use a checklist. Jeff, et al, GULPS is as useful as GUMPS for the after-landing, runway-exit memory-registered checklist, too. G - Do I need more now? U - Don't touch anything that would change their state! L - Lean for Taxi? P - Is this more important than the cheap self-serve fuel pump, depending on stress and pressures at the moment. S - Are all the switches I used for flight assist (AP, Pitot heat, certain lights, AOA, defrost, backup battery, essential bus, xpndr mode C, flaps, etc.) off or normal? OK, then taxi forward with ATC permission, assuming I haven't hit the Avionics switch by accident. Grayhawk -- No virus found in this incoming message. Checked by AVG Free Edition. Version: 7.1.394 / Virus Database: 268.9.5/377 - Release Date: 6/27/2006 -- No virus found in this outgoing message. Checked by AVG Free Edition. Version: 7.1.394 / Virus Database: 268.9.5/377 - Release Date: 6/27/2006 ------=_NextPart_000_019B_01C69B02.FD850170 Content-Type: text/html; charset="windows-1250" Content-Transfer-Encoding: quoted-printable
Thanks to = all for your=20 comments,
 
One struck = me in=20 particular.  Jeff Edwards wrote "use a checklist".  I wonder = if that=20 would work?  There are numerous scenarios where checklists are not=20 advisable or productive.  Most obvious is during an = emergency.  The=20 engine quits - or even acts like it's going to and you definitely do not = want to=20 be referring to a check list.  You need to be on automatic mode = going=20 through the emergency steps you've practiced over and over.  =
 
So what do = you do at the=20 termination of a hard IFR flight to a busy airport with long runway and = several=20 minutes taxi time after landing?  You turn off the runway and = switch to=20 ground control.  Are you going to stop and refer to an after = landing=20 checklist before asking for taxi clearance?  I doubt it.  = Maybe Jeff=20 would but I can't see that happening for many pilots and I would = guess that=20 some controllers would take exception to this activity as well.  = They=20 usually want you to get off the apron and on towards the FBO.  = Maybe you=20 would try to go through the checklist while taxiiing to the ramp.  = That=20 might work, but sometimes is difficult in single pilot operations (my = primary=20 flight mode).
 
I honestly = don't recall=20 what the temps for auto on and auto off are for the thermister I=20 purchased.  I do recall thinking a lot about that before=20 ordering.  I think I gave it a fairly high (temp) on and = off. =20 That would make sense.  
 
I like the = idea of having=20 it on at all times during flight as suggested by Nathan Kanagy.  It = could=20 be programmed for auto on whenever the  gear comes up, but what = about an=20 instrument approach where you want the gear to be down at=20 the IAF?  Not good.  Maybe actuated by a squat switch = would be a=20 better alternative. 
 
One = suggestion was to=20 have the manual on bypass the auto switch.  I question that idea = for the=20 reason that it would introduce more failure points with little = benefit. =20 You now have two switches instead of one.  The first serves a = purpose - to=20 simplify and automate a necessary process.  The second switch = serves only=20 to get you around a possible failure in the first switch as I understand = it.  My approach is to purchase a high quality three position = switch and=20 have a check list item to check all three positions for = this and all=20 other like switches prior to taking the runway.
 
Regards,
John=20 Barrett 

From: Lancair Mailing List=20 [mailto:lml@lancaironline.net] On Behalf Of=20 Sky2high@aol.com
Sent: Wednesday, June 28, 2006 8:35=20 PM
To: Lancair Mailing List
Subject: [LML] Pitot = Heat and=20 Checklists

In a message dated 6/28/2006 4:50:57 P.M. Central Standard Time,=20 VTAILJEFF@aol.com writes:
Use a checklist.
Jeff, et al,
 
GULPS is as useful as GUMPS for the after-landing,=20 runway-exit memory-registered checklist, too.
 
G - Do I need more now?
U -  Don't touch anything that would change their = state! 
L - Lean for Taxi?
P - Is this more important than the cheap self-serve fuel = pump,=20 depending on stress and pressures at the moment.
S - Are all the switches I used for flight assist (AP, Pitot heat, = certain=20 lights, AOA, defrost, backup battery, essential bus, xpndr mode C, = flaps, etc.)=20 off or normal?
 
OK, then taxi forward with ATC permission, assuming I haven't hit = the=20 Avionics switch by accident.
 
Grayhawk

--
No virus found in this incoming message.
Checked by AVG Free = Edition.
Version: 7.1.394 / Virus Database: 268.9.5/377 - Release = Date:=20 6/27/2006


--
No virus found in this outgoing message.
Checked by AVG Free Edition.
Version: 7.1.394 / Virus Database: 268.9.5/377 - Release Date: = 6/27/2006

------=_NextPart_000_019B_01C69B02.FD850170--