X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 12 May 2006 21:13:46 -0400 Message-ID: X-Original-Return-Path: Received: from mail6.tpgi.com.au ([203.12.160.113] verified) by logan.com (CommuniGate Pro SMTP 5.0.9) with ESMTPS id 1111294 for lml@lancaironline.net; Fri, 12 May 2006 20:14:48 -0400 Received-SPF: pass receiver=logan.com; client-ip=203.12.160.113; envelope-from=domcrain@tpg.com.au X-TPG-Antivirus: Passed Received: from CRAIN (220-245-137-22.tpgi.com.au [220.245.137.22]) by mail6.tpgi.com.au (envelope-from domcrain@tpg.com.au) (8.13.6/8.13.6) with ESMTP id k4D0Dq6D007593 for ; Sat, 13 May 2006 10:13:56 +1000 From: "Dominic V Crain" X-Original-To: "'Lancair Mailing List'" Subject: Crash X-Original-Date: Sat, 13 May 2006 10:13:51 +1000 X-Original-Message-ID: <00ce01c67622$1dbb0800$0202a8c0@CRAIN> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_00CF_01C67675.EF671800" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2869 This is a multi-part message in MIME format. ------=_NextPart_000_00CF_01C67675.EF671800 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable =20 ."I think blaming the airplane is misplaced blame. How many times has = someone (even experienced pilots) busted their butt trying to make it back to = the runway?? If you are not at least 1,000 AGL land straight ahead and = take your chances with trees etc. You will not live through a stall/spin. = I would rather be injured hitting a tree than dead from a stall/spin. =20 I climb at Vx until I reach 1000 AGL. Prior to that altitude I will = land straight ahead with only minor turns. =20 Experience and discipline is the problem not the airplane. =20 Don Morris N550KB" =20 The above statement is correct. =20 The Lancair is not a design to be trifled with when it comes to doing = low speed manoeuvres close to the ground which will almost certainly involve increased wing loading. High speed manoeuvres must be treated with equal caution in terms of control input rate. Until now, I continued post takeoff acceleration to 140 Knots for engine cooling. A fast flat gradient gear/flap retraction sequence which = prevented the CHT getting up. Since cowl modification which has resolved CHT cooling, I may revert to Don's law. As we know, the local President of the AOPA was killed last month in a = 360 after take-off with a reported engine problem. The reports suggested vertical and not horizontal impact, associated with the aircraft = turning. The message is repeated almost every time I read of an accident = involving a Lancair at low level near an airport. These are marvellous aircraft and fun to fly. And I admit my idea of fun = to fly may well be the epitome of boredom to a lot of owners. But I intend = to walk away from my flying life. Regards ladies and gentlemen, et al. Dom Crain VH-CZJ =20 Some LOVE Obfuscation (Not me Grayhawk) ------=_NextPart_000_00CF_01C67675.EF671800 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

 

  = …”I think blaming the airplane is misplaced blame.  How many times has =

 someone

(even experienced = pilots) busted their butt trying to make it  back to the runway??  If = you are not at least 1,000 AGL land straight  ahead and take your chances = with trees etc.  You will not live  through a stall/spin.  I = would rather be injured hitting a tree than  dead from a = stall/spin.

  =

  I climb at = Vx until I reach 1000 AGL.  Prior to that altitude I will  land straight = ahead with only minor turns.

  =

  Experience = and discipline is the problem not the airplane.

  =

  Don = Morris

  N550KB”

 

The above statement is = correct.

 

The Lancair is not a design to be trifled = with when it comes to doing low speed manoeuvres close to the ground which will = almost certainly involve increased wing loading. High speed manoeuvres must be = treated with equal caution in terms of control input rate.

Until now, I continued post takeoff = acceleration to 140 Knots for engine cooling. A fast flat gradient gear/flap retraction sequence which prevented the CHT getting up.

Since cowl modification which has resolved = CHT cooling, I may revert to Don’s law.

As we know, the local President of the AOPA = was killed last month in a 360 after take-off with a reported engine problem. The = reports suggested vertical and not horizontal impact, associated with the = aircraft turning.

The message is repeated almost every time I = read of an accident involving a Lancair at low level near an = airport.

These are marvellous aircraft and fun to fly. = And I admit my idea of fun to fly may well be the epitome of boredom to a lot = of owners. But I intend to walk away from my flying life.

Regards ladies and gentlemen, et = al.

Dom Crain

VH-CZJ

 

Some LOVE = Obfuscation         = (Not me = Grayhawk)

------=_NextPart_000_00CF_01C67675.EF671800--