OK, I have half the 320 time as Bill H, but probably more takeoffs and landings since he sometimes spends 20 hours aloft betwixt each takeoff and landing.

 

In any event, take off safety is a matter of some analysis which may vary from pilot to pilot, depending on experience.  I am old, grumpy and like to have decisions pre-thought-out so that time is not wasted contemplating navel lint.  I.E. I consider 700 AGL as a magic altitude number on take off and the pre-decision is to land within 30 degrees of heading below that altitude.  Why?  Below 700 there are too many variables such as aircraft configuration when the engine fails.  But there is more ...

 

0. Before taking runway, determine action based on environment if engine quits below 700 AGL.  You have 400 ft more natural AGL after the end of the runway at the Sedona airport located on a mesa. 

1. Flaps always set to 10 degrees down from the reflex position (-7) for a shorter take off run.

2. Pitch trim set to same neutral position all the time before take off so the airplane must be flown off runway.

3. Gear up immediately after take off to reduce pure drag.

4. Pitch set to achieve a target 135-140 KIAS ASAP.

5. When the wheels are tucked away, flaps to reflex, adjusting pitch forces to maintain 135-400 KIAS (because of flap induced change).  Note, climb rate is now 1500 to 1800 fpm.

Note that 700 AGL is usually attained in less than 30 seconds, forward speed keeps engine cool and any communication from ATC is Rogered, ignored or receives "stand by" response.  Climb rate is better than that required by any rational airport designers.  Since best glide is around 107 KIAS and if the engine fails below 700 AGL, pitch to best glide immediately and pull prop to coarse pitch - speed excess over best glide will usually result is additional altitude gain, depending on configuration drag.

 

After 700 AGL, climb power is selected (WOT, 2600 RPM, lean as necessary to maintain take off EGTs) and a climb speed of 135-140 KIAS is maintained.  If there is an engine failure now, there are more options, including Dave Morss's steeeep turn back to the airport. 

 

In agreement with Bill and as I have said before, the difference between the rate of descent at the clean configuration best glide speed, engine at zero thrust and the prop at cruise pitch or coarse pitch is respectively 1500 fpm vs 500 pfm.  500 fpm at 107 KIAS is about a 20:1 descent ratio.  Slick airplane glide performance is greatly affected by any drag.

 

Blue Skies,

 

Scott Krueger

 

Hi Bill,

 

When I introduce a pilot to the Lancair 320/360, I explain that they need to check out in two completely different airplanes...dirty and clean. I have measured the glide ratio of our 320 with power off, clean and the prop full aft at better than 20:1. That’s hardly a brick, more like a Schweizer 2-33 glider. At the other end of the spectrum is the same plane dirty. Now you have the proverbial brick.

 

I regularly practice power off approaches in both the 320 and the IV. Get training from a LOBO or HPAT instructor and you’ll gain a great deal of confidence in handling these planes power off. It CAN be done safely and consistently.  One skill that you’ll need to acquire is knowing when to convert from glider to brick.

 

Bill Harrelson

N5ZQ 320 2,150 hrs

N6ZQ  IV  350 hrs

 

 

 

 

From: Bill Bradburry

Sent: Tuesday, August 13, 2013 9:25 AM

To: lml@lancaironline.net

Subject: [LML] Re: Flaps on take-off?

 

That seems a scenario where you would be in better shape with the flaps up.  You very well might make the runway.  With flaps down, you likely would not and it would be very dangerous to try and retract them.  With the high wing loading that all the Lancairs have, they are flying bricks with no power.  I think almost nobody makes the approach to land with no power.

Remember way back in primary training when the instructor had you remove power abeam the numbers and make the landing without having to add power?  Does anyone practice that maneuver with their Lancair?

 

Bill B