X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 14 May 2008 11:35:42 -0400 Message-ID: X-Original-Return-Path: Received: from vms042pub.verizon.net ([206.46.252.42] verified) by logan.com (CommuniGate Pro SMTP 5.2.3) with ESMTP id 2919680 for lml@lancaironline.net; Tue, 13 May 2008 01:24:20 -0400 Received-SPF: pass receiver=logan.com; client-ip=206.46.252.42; envelope-from=tom.gourley@verizon.net Received: from jacky0da39824a ([71.111.122.139]) by vms042.mailsrvcs.net (Sun Java System Messaging Server 6.2-6.01 (built Apr 3 2006)) with ESMTPA id <0K0S00HMRKB4HIA5@vms042.mailsrvcs.net> for lml@lancaironline.net; Tue, 13 May 2008 00:23:33 -0500 (CDT) X-Original-Date: Mon, 12 May 2008 22:23:28 -0700 From: "Tom Gourley" Subject: Re: [LML] Crash, fueling nozzles and training X-Original-To: "Lancair Mailing List" Reply-to: "Tom Gourley" X-Original-Message-id: <005701c8b4b9$7a971410$660610ac@jacky0da39824a> MIME-version: 1.0 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2900.3198 X-Mailer: Microsoft Outlook Express 6.00.2900.3138 Content-type: multipart/alternative; boundary="----=_NextPart_000_0054_01C8B47E.CD3B8C90" X-Priority: 3 X-MSMail-priority: Normal References: This is a multi-part message in MIME format. ------=_NextPart_000_0054_01C8B47E.CD3B8C90 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable "check this out for training..... http://www.aerobats.com/seminar_02-07.html " I can't dispute the results shown in the video, but I gotta wonder. I = understand that a steep bank with low airspeed results in a high turn = rate, i.e. completes the turn in the least amount of time, but it leaves = no margin for error. In a real engine out situation, high pucker = factor, probably distractions, maybe some turbulence, lots of = adrenaline, is a 60 degree bank with the stick pulled back so that = you're getting some stall buffeting really a good idea? I don't think = so; especially not in a Lancair, and probably not in several other types = of aircraft. A few years ago I watched the pilot of a Mooney 231 = attempt to make a steeply banked turn to a runway after loss of power at = low altitude. (Yes, it turned out to be fuel exhaustion.) He was = trying to turn a total of 120 - 135 degrees. He had turned about 90 = degrees when the right wing and nose dropped noticeably; a stall-spin = entry. He stopped the rotation immediately with opposite rudder but was = too low to fully recover. The impact was fatal. I think an off airport = landing with the aircraft under control would always be better than an = uncontrolled descent. Yes, I realize an AOA would help tremendously in this situation, = assuming the pilot isn't completely paniced and is capable of flying the = AOA accurately. Training and practice sounds like a good idea. Tom Gourley ------=_NextPart_000_0054_01C8B47E.CD3B8C90 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
"check this out=20 for training.....
http://www.aerobats.com/seminar_02-07.html "
=
 
I can't dispute the results shown in = the video, but=20 I gotta wonder.  I understand that a steep bank with low airspeed = results=20 in a high turn rate, i.e. completes the turn in the least amount of=20 time, but it leaves no margin for error.  In a real engine out = situation, high pucker factor, probably distractions, maybe some=20 turbulence, lots of adrenaline, is a 60 degree bank with the = stick=20 pulled back so that you're getting some stall buffeting really a good=20 idea?  I don't think so; especially not in a Lancair, and = probably not=20 in several other types of aircraft.  A few years ago I watched the = pilot of=20 a Mooney 231 attempt to make a steeply banked turn to a runway after = loss of=20 power at low altitude.  (Yes, it turned out to be fuel = exhaustion.) =20 He was trying to turn a total of 120 - 135 degrees.  He had turned = about 90=20 degrees when the right wing and nose dropped noticeably; a stall-spin=20 entry.  He stopped the rotation immediately with opposite = rudder=20 but was too low to fully recover.  The impact was fatal.  = I think=20 an off airport landing with the aircraft under control would always be = better=20 than an uncontrolled descent.
 
Yes, I realize an AOA would help = tremendously in=20 this situation, assuming the pilot isn't completely paniced and is = capable of=20 flying the AOA accurately.  Training and practice sounds like a = good=20 idea.
 
Tom Gourley
 
 
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