…”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)