Return-Path: Sender: (Marvin Kaye) To: lml Date: Tue, 05 Aug 2003 14:21:48 -0400 Message-ID: X-Original-Return-Path: Received: from [199.185.220.223] (HELO priv-edtnes28.telusplanet.net) by logan.com (CommuniGate Pro SMTP 4.1) with ESMTP id 2512285 for lml@lancaironline.net; Tue, 05 Aug 2003 14:11:45 -0400 Received: from GLLAPTOP ([142.179.201.236]) by priv-edtnes28.telusplanet.net (InterMail vM.5.01.05.17 201-253-122-126-117-20021021) with SMTP id <20030805181145.QPOD1453.priv-edtnes28.telusplanet.net@GLLAPTOP> for ; Tue, 5 Aug 2003 12:11:45 -0600 X-Original-Message-ID: <004301c35b7d$1c212640$3e01a8c0@doctorseyecare.ab.ca> From: "Gerry Leinweber" X-Original-To: "Lancair Mailing List" References: Subject: Re: flight speeds and POH X-Original-Date: Tue, 5 Aug 2003 12:12:19 -0600 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0040_01C35B4A.D16CC5A0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2720.3000 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2727.1300 This is a multi-part message in MIME format. ------=_NextPart_000_0040_01C35B4A.D16CC5A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I am certain there are many IV and IV-P pilots out there with more = experience than mine (100 hr on type, 1000 total time) but I have been = trained by some fellows who have a lot more flying experience, and they = clearly determined two speeds were too low in the POH and the PTM = training manual which many may have read. First, a caveat about our = experience. When doing stalls in training, we found our IV-P did not = stall at the book value of 61 Dirty, rather more like 66 Dirty and not = at 69 clean, but more like 75 clean, so this impacted our thinking. The first was rotational speed. 65 as per POH was too low, too close to = stall for safety. I was taught to start lifting the nose gear up at 75 = - 80 and let it fly off. When fully loaded, 90 is my speed to begin = lifting the nose gear. The second was base and final approach speeds. The book speeds were too = low for margins of error, so in circuit, it is 120 on downwind, 110 on = base, and only 100 on short final, 90 over the fence.=20 Hope this helps the discussion. Gerry Leinweber C-GLFP ------=_NextPart_000_0040_01C35B4A.D16CC5A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

I am certain there are many IV and IV-P = pilots out=20 there with more experience than mine (100 hr on type, 1000 total time) = but I=20 have been trained by some fellows who have a lot more flying experience, = and=20 they clearly determined two speeds were too low in the POH and the PTM = training=20 manual which many may have read. First, a caveat about our=20 experience. When doing stalls in training, we found our IV-P = did not=20 stall at the book value of 61 Dirty, rather more like 66 Dirty and not = at 69=20 clean, but more like 75 clean, so this impacted our = thinking.

The first was rotational speed. = 65 as per POH=20 was too low, too close to stall for safety. I was taught to start = lifting=20 the nose gear up at 75 - 80 and let it fly off. When fully loaded, = 90 is=20 my speed to begin lifting the nose gear.

The second was base and final approach=20 speeds. The book speeds were too low for margins of error, so in = circuit,=20 it is 120 on downwind, 110 on base, and only 100 on short final, 90 over = the=20 fence.

Hope this helps the = discussion.

Gerry Leinweber

C-GLFP

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