X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 11 Sep 2008 19:04:07 -0400 Message-ID: X-Original-Return-Path: Received: from QMTA10.emeryville.ca.mail.comcast.net ([76.96.30.17] verified) by logan.com (CommuniGate Pro SMTP 5.2.7) with ESMTP id 3124724 for lml@lancaironline.net; Thu, 11 Sep 2008 14:37:48 -0400 Received-SPF: pass receiver=logan.com; client-ip=76.96.30.17; envelope-from=j.hafen@comcast.net Received: from OMTA09.emeryville.ca.mail.comcast.net ([76.96.30.20]) by QMTA10.emeryville.ca.mail.comcast.net with comcast id DPso1a00F0S2fkCAAWdBrk; Thu, 11 Sep 2008 18:37:11 +0000 Received: from [10.128.88.223] ([206.191.160.125]) by OMTA09.emeryville.ca.mail.comcast.net with comcast id DWcx1a00G2idoaN8VWd4TA; Thu, 11 Sep 2008 18:37:09 +0000 X-Authority-Analysis: v=1.0 c=1 a=V-dFKNCNiZsA:10 a=NlQ50QlY3t0A:10 a=Xm-6bQi4AAAA:8 a=2kBWdeft7RKl9QgUQdIA:9 a=-K738lWKlA-OMKLVyBUA:7 a=GgWmU4cTC58JrwxplxLmLfB42QgA:4 a=4n5_rRQn6oAA:10 a=U8Ie8EnqySEA:10 a=6M4BEG1mqnEA:10 a=c6JUZ7Zs7jEBvxDju-MA:9 a=WiUmwUIIKcguKLGSzfwA:7 a=7tQsiFCa9GErJ9Xdsr_JW3Y7WsIA:4 a=Sz-0p1zU2dQA:10 User-Agent: Microsoft-Entourage/12.12.0.080729 X-Original-Date: Thu, 11 Sep 2008 11:36:57 -0700 Subject: Re: [LML] Lancair Accidents - Another Perspective From: John Hafen X-Original-To: Lancair Mailing List X-Original-Message-ID: Thread-Topic: [LML] Lancair Accidents - Another Perspective Thread-Index: AckUPV6hqhfM9ejXREOOI3B/EO4RFA== In-Reply-To: Mime-version: 1.0 Content-type: multipart/alternative; boundary="B_3303977829_229303" > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. --B_3303977829_229303 Content-type: text/plain; charset="ISO-8859-1" Content-transfer-encoding: quoted-printable Excellent Grayhawk. I look forward to your next installment! John Hafen LIVP 413AJ 80 hours On 9/10/08 6:29 PM, "Sky2high@aol.com" wrote: > This is the first in a series about how custom-built, single-engine aircr= aft's > unique characteristics might contribute to the accidents that occur in th= em. > Of course, I can only refer to the characteristics of my own custom > pre-fast-build Lancair 320 and how it differs from spam can flight perfor= mance > concepts taught in flight schools across the country. I am beginning to > understand the importance of accumulating many hours of experience (succe= ssful > time in type) and the value of investigating simple flight performance > attributes (experimentation), especially when some of that results in "ah= a!" > illuminations from uh, minor error$. Learn about your craft before you u= se it > =AD if you can=B9t do that, at least learn about it while you=B9re using it. > =20 > Let me point out that I am just your average guy. No military or commerc= ial > flight time is in my resume - 2300 hours with 930 in my Lancair. 201 hou= rs of > instruction (1060 total time) got me Pvt SEL, Commercial MEL/CLT and INST > Airplane ratings by the time I first flew my Lancair in 1996. Since then= I > have added merely 13 hours of dual, including two trips to HPAT. I first= flew > my plane after a demo flight with Don Goetz, 2 hours in the right seat of= a > friend=B9s Lancair and 1 hour (1 landing) in the left seat of mine. I do n= ot > recommend this scenario to others - training from a CFI with Lancair > experience is crucial. I now think of my self as a Group A pilot (cautiou= s > good judgment) but otherwise as a Group B person - I ride a motorcycle an= d use > my hand to put stuff down the garbage disposal. Hmmmm, risk is relative = to > the engaged activity............. > =20 > Anyway, while recently at lunch with a group of airport bums, the topic o= f > stall/spin was being actively discussed. Eventually the conversation mov= ed to > flight controls, a part of which was expounded upon by an elderly, highly > respected CFII, past aerobatic and air show pilot with beaucoup hours in = all > types of airplanes. He said something like, "In the kinds of airplanes w= e fly > (spam cans), I teach students to lead with the rudder and then bank into = the > turn to keep the ball centered. After all, the rudder is used for > turning......." =20 > =20 > After lunch I told him my experience was different and he said that was > probably because of the differential movement of the ailerons (more up th= an > down to reduce yaw from the drag of higher lift). Well, yeah... but don'= t > most airplanes incorporate that old principle in their design? Later, I = went > flying: > =20 > * Trimmed in level flight at a low cruise speed, strongly depressing the= left > rudder pedal resulted in a ball out skid with a slight declination of th= e > nose (probably because of the added drag). Trying this to the right is > similar with a slightly different feel. No turn or bank was induced. > =20 > * A 40 degree banked aileron-only (no rudder involvement) turn to the le= ft > resulted in a short quarter ball displacement during the on set of the b= ank > and an immediate return to the center throughout the turn. Back stick > pressure was held to keep the turn level. The same action to the right > resulted in the same result with slightly less back pressure. > =20 > * If I added any rudder at the start or during the turn, the ball was ou= t of > the cage. =20 > =20 > I hope that transitioning pilots don=B9t have the rudder push so deeply > ingrained from training that it is automatic. Of course, this is quite a= bit > different in the Challenger ultra-light I built, where the rudder was kin= g and > was used to start a turn or lift a wing as the differentially moved flape= rons > were relatively ineffective. BTW, for a few years I flew both the Lancai= r and > a Skymaster. The Lancair improved my skills in flying the Skymaster - th= e > reverse was not true. > =20 > The CFII further said that, =B3All spins are pilot induced.=B2 I suppose so,= as > the AOA increased it is likely that right rudder is used to offset P-fact= or. > If these two forces are not balanced at the stall the plane probably fall= s off > to one side or the other. Perhaps one of our aerobatic 300 series brethr= en > could comment further (Mark?) as I don=B9t do stalls or spins. Having no > experience entering a Lancair spin, upon entering one I would simultaneou= sly > pull the power and momentarily cover my eyes =AD this would seem to be corr= ect > as both hands would be off the controls for a bit. I guess I should stil= l > await comment from those more experienced (that=B9s easy, isn=B9t it?). The = real > issue with slick Lancairs is how quick they are at leaving a safe flight > regime and then how quick they are at furthering the depth of any abnorma= l > flight regime. > =20 > Back to something I know about =AD the value of a good AOA indicator. Rece= ntly > I was leaving a friend=B9s airport where his hangar is off to the side of t= he > departure end of the runway I was using. Employing Group B behavior, rig= ht > rudder pre trimmed for climb, liftoff, up went the wheels and flaps and a > takeoff-power climbing right turn towards the hangars was begun. A glanc= e at > the AOA had me creeping up along the yellow chevrons and I eased off the = turn > and climb before hearing =B3Angle, Angle, Push.=B2 Group A behavior was > reinstated. > =20 > If you have made it this far through these ramblings, note that there wil= l be > more in the future. Such as: > =20 > * Is flight control lost in the order of ailerons, elevator and rudder? = Is > the rudder the first control to return? Is this true in a Lancair? > =20 > * Does the popular lift over drag chart (parasitic and induced drag vs s= peed) > correctly represent Lancairs? Does this have decision making implicatio= ns in > emergencies?=20 > =20 > * How strong is the nose bob effect when cross controlled at slow speeds= ? > Should crossed controls be used at slow speeds? > =20 > * Is a steep approach better than a shallow one? Does this yield more > options and resistance to the vagaries of unpredictable turbulent air? > =20 > * Is a steep curved approach better than a squared pattern (like the end= of a > military low approach but not screwing up everybody else trying to land)?= If > so, are more approach options available rather than those available when= over > tightening a squared turn? > =20 > * Is a higher speed, partial flap landing configuration more often resul= t in > a successful (pleasant) landing than a slower, full flap setup? Does =B3f= ly it > on=B2 mean that one should avoid =B3full stall=B2 landings as taught in flight > school? Does float result because my wings are closer to the runway tha= n > other's wings? > =20 > And other obscure performance puzzles. > =20 > Grayhawk > =20 > Only 70 hours more to safety. > =20 >=20 >=20 >=20 >=20 > Psssst...Have you heard the news? There's a new fashion blog, plus the la= test > fall trends and hair styles at StyleList.com > . >=20 --B_3303977829_229303 Content-type: text/html; charset="ISO-8859-1" Content-transfer-encoding: quoted-printable Re: [LML] Lancair Accidents - Another Perspective Excellent Grayhawk.  I look forward to your next installment!

John Hafen
LIVP 413AJ 80 hours


On 9/10/08 6:29 PM, "Sky2high@aol.com&q= uot; <Sky2high@aol.com> wrote:

T= his is the first in a series about how custom-built, single-engine aircraft'= s unique characteristics might contribute to the accidents that occur in the= m.  Of course, I can only refer to the characteristics of my own custom= pre-fast-build Lancair 320 and how it differs from spam can flight performa= nce concepts taught in flight schools across the country.  I am beginni= ng to understand the importance of accumulating many hours of experience (su= ccessful time in type) and the value of investigating simple flight performa= nce attributes (experimentation), especially when some of that results in &q= uot;aha!" illuminations from uh, minor error$.  Learn about your = craft before you use it – if you can’t do that, at least learn a= bout it while you’re using it.
 
Let me point out that I am just your average guy.  No military or comm= ercial flight time is in my resume - 2300 hours with 930 in my Lancair. &nbs= p;201 hours of instruction (1060 total time) got me Pvt SEL, Commercial MEL/= CLT and INST Airplane ratings by the time I first flew my Lancair in 1996. &= nbsp;Since then I have added merely 13 hours of dual, including two trips to= HPAT.  I first flew my plane after a demo flight with Don Goetz, 2 hou= rs in the right seat of a friend’s Lancair and 1 hour (1 landing) in t= he left seat of mine.  I do not recommend this scenario to others - tra= ining from a CFI with Lancair experience is crucial. I now think of my self = as a Group A pilot (cautious good judgment) but otherwise as a Group B perso= n - I ride a motorcycle and use my hand to put stuff down the garbage dispos= al.  Hmmmm, risk is relative to the engaged activity.............
 
Anyway, while recently at lunch with a group of airport bums, the topic of = stall/spin was being actively discussed.  Eventually the conversation m= oved to flight controls, a part of which was expounded upon by an elderly, h= ighly respected CFII, past aerobatic and air show pilot with beaucoup hours = in all types of airplanes.  He said something like, "In the kinds = of airplanes we fly (spam cans), I teach students to lead with the rudder an= d then bank into the turn to keep the ball centered.  After all, the ru= dder is used for turning......."   
 
After lunch I told him my experience was different and he said that was pro= bably because of the differential movement of the ailerons (more up than dow= n to reduce yaw from the drag of higher lift).  Well, yeah... but don't= most airplanes incorporate that old principle in their design?  Later,= I went flying:
 
  • Trimmed  in level flight at a low cruise speed, strong= ly depressing the left rudder  pedal resulted in a ball out skid with a= slight declination of the nose  (probably because of the added drag). =   Trying this to the right is similar with a slightly different &n= bsp;feel.  No turn or bank was  induced.

  • A  40 degree banked aileron-only (no rudder involvemen= t) turn to the left  resulted in a short quarter ball displacement duri= ng the on set of  the bank and an immediate return to the center throug= hout the turn.  Back stick pressure was held to keep  the turn lev= el.  The same action  to the right resulted in the same result wit= h slightly less back  pressure.

  • If  I added any rudder at the start or during the turn= , the ball was out of the  cage.  

I hope that transitioning pilots don’t have the rudder push so deeply= ingrained from training that it is automatic.  Of course, this is quit= e a bit different in the Challenger ultra-light I built, where the rudder wa= s king and was used to start a turn or lift a wing as the differentially mov= ed flaperons were relatively ineffective.  BTW, for a few years I flew = both the Lancair and a Skymaster.  The Lancair improved my skills in fl= ying the Skymaster - the reverse was not true.
  
The CFII further said that, “All spins are pilot induced.” &nbs= p;I suppose so, as the AOA increased it is likely that right rudder is used = to offset P-factor. If these two forces are not balanced at the stall the pl= ane probably falls off to one side or the other.  Perhaps one of our ae= robatic 300 series brethren could comment further (Mark?) as I don’t d= o stalls or spins.  Having no experience entering a Lancair spin, upon = entering one I would simultaneously pull the power and momentarily cover my = eyes – this would seem to be correct as both hands would be off the co= ntrols for a bit.  I guess I should still await comment from those more= experienced (that’s easy, isn’t it?).  The real issue with= slick Lancairs is how quick they are at leaving a safe flight regime and th= en how quick they are at furthering the depth of any abnormal flight regime.=
 
Back to something I know about – the value of a good AOA indicator. &= nbsp;Recently I was leaving a friend’s airport where his hangar is off= to the side of the departure end of the runway I was using.  Employing= Group B behavior, right rudder pre trimmed for climb, liftoff, up went the = wheels and flaps and a takeoff-power climbing right turn towards the hangars= was begun.  A glance at the AOA had me creeping up along the yellow ch= evrons and I eased off the turn and climb before hearing “Angle, Angle= , Push.”   Group A behavior was reinstated.
 
If you have made it this far through these ramblings, note that there will = be more in the future. Such as:
 
  • Is  flight control lost in the order of ailerons, elev= ator and rudder?  Is the rudder the first control to  return? &nbs= p;Is this true in a  Lancair?

  • Does  the popular lift over drag chart (parasitic and = induced drag vs speed)  correctly represent Lancairs?   Does = this have decision making implications in emergencies?

  • How  strong is the nose bob effect when cross controll= ed at slow speeds? Should  crossed controls be used at slow speeds?

  • Is  a steep approach better than a shallow one?  = Does this yield more options and  resistance to the vagaries of unpredi= ctable turbulent air?

  • Is  a steep curved approach better than a squared patt= ern (like the end of a  military low approach but not screwing up every= body else trying to land)?  If so, are more approach options  avai= lable rather than those available when over tightening a squared  turn?=

  • Is  a higher speed, partial flap landing configuration= more often result in a  successful (pleasant) landing than a slower, f= ull flap setup?  Does “fly it on” mean that one should &nbs= p;avoid “full stall” landings as taught in flight school?  = Does float result because my wings are  closer to the runway than other= 's wings?

And other obscure performance puzzles.
 
Grayhawk
 
Only 70 hours more to safety.
 



Psssst...Have you heard the news? Th= ere's a new fashion blog, plus the latest fall trends and hair styles at Sty= leList.com <http://www.stylelist.com/trends?ncid=3Daolsty00050000000014> .
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