The debate underway about speed handling is not new. Like most debates associated with aviation, they rightly arise continually, usually after a series of incidents which spark them anew.

 

Flying into thunderstorms in a Lancair is not an experience I have had, will not have, as I do not fly IFR, or if any cloud of any kind is within 1,000 nm of my location on the day. Excepting Cirrostratus.

 

In my airline career, deliberate thunderstorm penetration did not occur. Inadvertent Ts penetration did occur on many occasions in tropical unstable air-masses, especially in the SE Asian area, and it can only be described as frightening with all the associated external cues such as lightening, turbulence, and watching the radar 30 nm scale turn instantly from green to red and magenta.

 

I cannot imagine a Lancair in such a circumstance without cringing.

 

However the clear air Lancair speed handling and some of the comments I have read in recent days are disturbing.

 

I believe it is folly to simply associate broadly the Lancair speed handling with any other type, as I observe in the list at the moment.

 

Because this issue has been addressed recently in Australia as a result of similar circumstances – stall/spin fatal accidents, two within six days – the authorities immediately bought into the debate, and fortunately handed it to the SAAA ( = EAA).

 

If Lancair pilots stick to the legal requirements of operational speeds for conditions of flight which demand speed reduction, then no one should ever suffer a problem under normal conditions.

 

Once a pilot elects to fly outside that envelope, then the switch in the grey matter MUST be thrown which allows the adrenaline to reach the cerebral matter which alerts the pilot to the fact he/she is in the DANGER ZONE.

 

Snatching a speed from the memory bank which applied to a Piper/Cessna could not be less appropriate for the Lancair.

 

The MINIMUM speeds in the circuit should be:

Ø      1.4Vs manoeuvring clean;

Ø      1.3 Vfe approach.

 

You must calculate these speeds from your personal flight tests and apply them to your aircraft operations.

 

If ATC want something else, then it must be FASTER than those speeds, or they can direct lateral manoeuvring such  as extension to circuit legs. If ATC demand unacceptable conditions such as one I read in a post today where height cannot be maintained, then they are outside their authority and questionably legal status. Simply use the term “Operational requirement”. You can always turn it into an emergency if you have to as soon as they deny you that requirement, then it is on the head of ATC. I think it is a fair bet that your regs are similar to ours – you can take action without ATC clearance if the situation demands it. You’ll have to explain it but if your engine is quitting I think you are on safe grounds.

 

I don’t doubt all the listers are better pilots than I, but if I manage to fly within the envelope which I believe is safe, I think  should survive to enjoy the magnificent machine I am fortunate to own.

 

Dom Crain

VH-CZJ