Return-Path: Sender: (Marvin Kaye) To: lml Date: Tue, 05 Aug 2003 22:32:41 -0400 Message-ID: X-Original-Return-Path: Received: from siaag1ae.compuserve.com ([149.174.40.7] verified) by logan.com (CommuniGate Pro SMTP 4.1) with ESMTP id 2512430 for lml@lancaironline.net; Tue, 05 Aug 2003 16:34:11 -0400 Received: (from mailgate@localhost) by siaag1ae.compuserve.com (8.12.9/8.12.7/SUN-2.7) id h75KY2Zi029151 for lml@lancaironline.net; Tue, 5 Aug 2003 16:34:02 -0400 (EDT) X-Original-Date: Tue, 5 Aug 2003 16:33:09 -0400 From: James Frantz Subject: [LML] IVP rotation speed X-Original-Sender: James Frantz X-Original-To: "Lancair Mailing List" X-Original-Message-ID: <200308051633_MC3-1-463D-56BB@compuserve.com> MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=ISO-8859-1 Content-Disposition: inline >I find 80-90K to be more realistic given the loading condition of the airplane.< As implied above, rotation speed must take into account gross weight. A heavy aircraft should be rotated at a higher speed than at light gross weights. The amount of KAS rotation difference is a function of the squa= re root of the GW difference. It would make sense to make further additives= for turbulence or gusts. = Also wing tip vortices tend to sink to the ground and then move outboard.= = The absolute worst condition is a light cross wind which positions one of= the wing vortices right along the runway centerline contributing to aerobatics on T/O. Also those who share their learning experiences via this forum are to be commended. Professional pilots do that sort of thing so the rest of us c= an learn through their experiences even though ones pride may be hurt somewhat. Thanks for sharing. = James B. Frantz Proprietary Software Systems, Inc. www.angle-of-attack.com LFrantz@compuserve.com (952) 474-4154