X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 09 Sep 2008 19:41:15 -0400 Message-ID: X-Original-Return-Path: Received: from QMTA06.westchester.pa.mail.comcast.net ([76.96.62.56] verified) by logan.com (CommuniGate Pro SMTP 5.2.7) with ESMTP id 3121266 for lml@lancaironline.net; Tue, 09 Sep 2008 12:18:13 -0400 Received-SPF: pass receiver=logan.com; client-ip=76.96.62.56; envelope-from=mjrav@comcast.net Received: from OMTA07.westchester.pa.mail.comcast.net ([76.96.62.59]) by QMTA06.westchester.pa.mail.comcast.net with comcast id CeBL1a01m1GhbT856gHdb8; Tue, 09 Sep 2008 16:17:37 +0000 Received: from mjr ([71.233.32.130]) by OMTA07.westchester.pa.mail.comcast.net with comcast id CgHb1a0042oTP2X3TgHdYn; Tue, 09 Sep 2008 16:17:37 +0000 X-Authority-Analysis: v=1.0 c=1 a=MdI-1JI-plgA:10 a=jJoI-RjqWkoA:10 a=ceyADhyyNnyJnHPzXc8A:9 a=gRLK1a972oRmmMqsXbsA:7 a=dCtNhoYjTlGdJEj2TxDECNNCh34A:4 a=4n5_rRQn6oAA:10 a=EzXvWhQp4_cA:10 a=U8Ie8EnqySEA:10 a=MNl-bXUnvKkA:10 a=Xm-6bQi4AAAA:8 a=wE-eyXpApyv8a1jV3ZMA:9 a=JsN9IIZcQYNycM4xrdsA:7 a=dGsA8DGfO6L0bYTPtXfTS2e_jv8A:4 a=rC2wZJ5BpNYA:10 a=AfD3MYMu9mQA:10 X-Original-Message-ID: <00d101c91297$dad9ac70$8220e947@mjr> From: "Mark Ravinski" X-Original-To: "Lancair Mailing List" References: Subject: Birdstrikes and other structural damage. X-Original-Date: Tue, 9 Sep 2008 12:19:37 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_00CE_01C91276.53A987F0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1933 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2800.1933 This is a multi-part message in MIME format. ------=_NextPart_000_00CE_01C91276.53A987F0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Guys and Girls, Let me share a little Air Force doctrine for you to ponder. First, Whenever you experience structural damage in flight, whether = from a bird, midair, someone shooting at you or anything else, the = safest speed is the one you are at - assuming that you are still = controllable. Probably somewhat slower if you are not. This is because = the stall speed is expected to increase with any damage. Second, Climb at a safe airspeed to a safe altitude for a = controllability check and possibly bailout. =20 I realize that we seldom fly with a chute and this part is of limited = use. The controllability check is a gradual slowing down to see if the plane = is still controllable at a speed at which it can be landed safely. Use = flaps only if they appear undamaged. Tricycle gear airplanes have a maximum landing speed where the nosewheel = touches down first initiating a porpoise and probable gear collapse. My = 360 would probably be porposing badly at speeds about 50 kts above = normal landing speed. This is a hard number to get exact data on. You = can gradually increase landing speeds until you touch down exactly 3 = point and then figure somewhat more as a practical limit. I would do the controllability check as a means to determine how messy = the landing could be. Then go somewhere with plenty of emergency = equipment if needed and maybe even land gear up. Lastly, After the controllability check, maneuver to your landing while = holding a speed at or above the minimum you flew on the check. =20 There are other checklist items also as appropriate from your manual. Mark Ravinski 360 1445 hrs ----- Original Message -----=20 From: Scott Resnick=20 To: lml@lancaironline.net=20 Sent: Monday, September 08, 2008 3:30 PM Subject: [LML] Re: My three Birdstrikes I have hit three birds so far in Lancairs. One on Takeoff at Night. 120knts Broke the spinner. One at 8,000 feet over the Columbia River in Oregon. 170 knts Cracked the Cowl One on Extended Base 140 knts =20 Cracked the Cowl . Birds love me.=20 Scott --- On Sun, 9/7/08, MikeEasley@aol.com = wrote: From: MikeEasley@aol.com Subject: [LML] Re: high speed passes and go arounds To: lml@lancaironline.net Date: Sunday, September 7, 2008, 3:09 PM One argument I've heard concerning high speed passes is the = potential of a bird strike. At high speed the impact of a bird is much = more dangerous than if it happens at approach speeds. I'm not sure how = valid the argument is, but it makes sense to me. Mike Easley Colorado Springs ---------------------------------------------------------------------- Psssst...Have you heard the news? There's a new fashion blog, = plus the latest fall trends and hair styles at StyleList.com.=20 ------=_NextPart_000_00CE_01C91276.53A987F0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Guys and Girls,
Let me share a little Air Force = doctrine for you to=20 ponder.
 
First,   Whenever you = experience=20 structural damage in flight, whether from a bird, midair, someone = shooting at=20 you or anything else, the safest speed is the one you are at - = assuming=20 that you are still controllable.  Probably somewhat slower if = you are=20 not.  This is because the stall speed is expected to increase with = any=20 damage.
 
Second,   Climb at a safe = airspeed to a=20 safe altitude for a controllability check and possibly bailout. =20
I realize that we seldom fly with a = chute and this=20 part is of limited use.
The controllability check is  a = gradual=20 slowing down to see if the plane is still controllable at a speed at = which it=20 can be landed safely.  Use flaps only if they appear=20 undamaged.
 
Tricycle gear airplanes have a maximum = landing=20 speed where the nosewheel touches down first initiating a porpoise and = probable=20 gear collapse.  My 360 would probably be porposing badly at speeds = about 50=20 kts above normal landing speed.  This is a hard number to get exact = data=20 on.  You can gradually increase landing speeds until you touch down = exactly=20 3 point and then figure somewhat more as a practical = limit.
 
I would do the controllability check as = a means to=20 determine how messy the landing could be.  Then go somewhere with = plenty of=20 emergency equipment if needed and maybe even land gear up.
 
Lastly,  After the controllability = check,=20 maneuver to your landing while holding a speed at or above the minimum = you flew=20 on the check. 
There are other checklist items also as = appropriate=20 from your manual.
 
Mark Ravinski
360    1445 = hrs
 
----- Original Message -----
From:=20 Scott Resnick
Sent: Monday, September 08, = 2008 3:30=20 PM
Subject: [LML] Re: My three=20 Birdstrikes


------=_NextPart_000_00CE_01C91276.53A987F0--
I have hit three birds so far in = Lancairs.

One on=20 Takeoff at Night.  120knts
Broke the spinner.

One = at=20 8,000 feet over the Columbia River in Oregon. 170 = knts
Cracked the=20 Cowl

One on Extended Base  140 knts  =
Cracked the=20 Cowl

.

Birds love me.=20


Scott




--- On Sun, 9/7/08, MikeEasley@aol.com = <MikeEasley@aol.com>=20 wrote:
From:=20 MikeEasley@aol.com=20 <MikeEasley@aol.com>
Subject: [LML] Re: high speed = passes and=20 go arounds
To: lml@lancaironline.net
Date: Sunday, = September 7,=20 2008, 3:09 PM

One argument I've heard concerning high speed passes is = the=20 potential of a bird strike.  At high speed the impact of = a bird=20 is much more dangerous than if it happens at approach = speeds. =20 I'm not sure how valid the argument is, but it makes sense to=20 me.
 
Mike Easley
Colorado Springs



Psssst...Have you heard the news? There's a new fashion blog, = plus the latest=20 fall trends and hair styles at=20 = StyleList.com.