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 [216.215.54.194] (HELO smwireless.net) by logan.com (CommuniGate Pro SMTP 5.2.7) with ESMTP id 3124052 for lml@lancaironline.net; Thu, 11 Sep 2008 07:52:02 -0400 Received-SPF: none receiver=logan.com; client-ip=216.215.54.194; envelope-from=reddog@smwireless.net Received: from VALUEDE91AB895 ([10.0.9.15]) by smwireless.net (smwireless.net) (MDaemon PRO v9.6.6) with ESMTP id md50002189219.msg for ; Thu, 11 Sep 2008 04:45:17 -0700 X-Spam-Processed: smwireless.net, Thu, 11 Sep 2008 04:45:17 -0700 (not processed: message from trusted or authenticated source) X-MDRemoteIP: 10.0.9.15 X-Return-Path: reddog@smwireless.net X-Envelope-From: reddog@smwireless.net X-MDaemon-Deliver-To: lml@lancaironline.net From: "Bill Maddox" X-Original-To: "'Lancair Mailing List'" Subject: Lancair accidents / training X-Original-Date: Thu, 11 Sep 2008 04:51:21 -0700 X-Original-Message-ID: <000001c91404$b6158c60$0f09000a@VALUEDE91AB895> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C913CA.09B6B460" X-Mailer: Microsoft Office Outlook 11 Thread-Index: AckUBLWU3LN+cOg+SXGuEq4o4G9DIg== X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3350 X-MDAV-Processed: smwireless.net, Thu, 11 Sep 2008 04:45:18 -0700 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C913CA.09B6B460 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Common since Button - remember this in my first post that started all = this . I see some pilots now have written many things on this subject. Some = with there 2 cents and others with several pages of there own likes and = dislikes on this subject of flying this high performance plane.=20 I have my thoughts on this without rattling on.=20 1. The 4 p has gotten heavier - does anyone remember a suggested 2950 = lbs as the gross weight from Lancair pre turbine days =20 2. Does anyone remember how a wing was tested with regards to it=92s = load bearing capabilities [remember the lead shot bags and the fail point] The fail point was the hole where the =BE=94 bolt went through the spar = for there wasn=92t another wing spar to keep it from twisting=20 Then a calculation determined the gross weight with some G load factor built in.=20 3. Jim France aoa is a must have instrument - give yourself a good = margin between the pattern speeds and the stall [remember that extra weight increases the stall ] Pilot lesson 101=20 4. Coming from a pie pan plane to this plane needs some training and = some need more than others and this doesn=92t have to do with how many hours = you have logged. 5. Again to stress the point that this plane doesn=92t fly in bad = weather / ice , moderate to sever turbulence=20 =20 As far as stalling this plane I used to teach pilots for some years back in the 70=92s and taught stalls and spin recovery to all my students and noted that there are some really good pilots and many that = need help either from there lack of inadequate basic training and skills to loosing there touch from a lack of proficiency training.=20 I did a stall with Don Getz on my first flight as a demo ride to = actually see the planes ability to handle this without any difficulty. The plane shuttered and a defined nose dropped off and recovery with power =96very = clean and defined [didn=92t do departure stalls though] just clean and dirty = stalls straight ahead with partial power before I bought the kit. The plane had = no tendency to drop a wing with the ball centered very clean and = predictable. That was 409L in the early 90=92s=20 I believe we need a simulator to teach this planes performance to all = that fly it.=20 Lack of real time radar at altitudes is a problem .We need to make sure = the weather is good to go before we jump into the altitudes. This plane approaches the weather 2 to 3 times the speed of what most single engine = pie pan plans fly and for some that came from metal to composites this is = hard to stay ahead of the plane and only training and practice will help. =20 Last word on this is remembered the guy/gal that signed off on your = pilot ticket might have said this is a ticket to keep on learning and some = pilots have forgotten this. Like Jeff said always try to expand your learning skills by expanding your ticket to a commercial , atp or cfi/ cfii = heaven forbid with multi , seaplane and even glider and try some flight = safety/ simuflight jet cert if you have the time and money . I really want to = see all you lancair pilots around for a long time. With these difficult = times with higher expenses for most things training should be on the front = burner. Bill=20 =20 ------=_NextPart_000_0001_01C913CA.09B6B460 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Common since Button - remember this in my =A0first = post that started all this . I see some pilots now have written many things on = this subject. Some with there 2 cents and others with several pages of there own likes = and dislikes on this subject of flying this high performance plane. =

I have my thoughts on this without rattling on. =

1. The 4 p has gotten heavier - does anyone remember = a suggested 2950 lbs as the gross weight from Lancair pre turbine days = =A0

2. =A0Does anyone remember how a wing was tested with = regards to it’s load bearing capabilities [remember the lead shot bags and = the fail point]

=A0The fail point was the hole where the =BE” = bolt went through the spar for there wasn’t another wing spar to keep it = from twisting

=A0Then a calculation determined the gross weight = with some G load factor built in.

3. Jim France aoa is a must have instrument - give = yourself a good margin between the pattern speeds and the stall [remember that = extra weight increases the stall ] =A0Pilot lesson 101

4. Coming from a pie pan plane to this plane needs = some training and some need more than others and this doesn’t have to = do with how many hours you have logged.

5. Again to stress the point that this plane = doesn’t fly in bad weather / ice , moderate to sever turbulence =

=A0=A0=A0=A0=A0=A0=A0=A0=A0 =

=A0=A0=A0=A0=A0=A0=A0=A0=A0 As far as stalling this = plane I used to teach pilots for some years back in the 70’s and taught stalls and spin recovery to all my students and noted that there are some really good = pilots and many that need help either from there lack of inadequate basic = training and skills to loosing there touch from a lack of proficiency training. =

=A0=A0 I did a stall with Don Getz on my first flight = as a demo ride to actually see the planes ability to handle this without any = difficulty. The plane shuttered and a defined nose dropped off and recovery with power = –very clean and defined [didn’t do departure stalls though] just clean = and dirty stalls straight ahead with partial power before I bought the kit. = The plane had no tendency to drop a wing with the ball centered very clean = and predictable. That was 409L in the early 90’s

=A0I believe we need a simulator to teach this planes performance to all that fly it.

Lack of real time radar at altitudes is a problem .We = need to make sure the weather is good to go before we jump into the = altitudes. This plane approaches the weather 2 to 3 times the speed of what most single = engine pie pan plans fly and for some that came from metal to composites this is = hard to stay ahead of the plane and only training and practice will help. = =A0

=A0Last word on this is remembered the guy/gal that = signed off on your pilot ticket might have said this is a ticket to keep on = learning and some pilots have forgotten this. Like Jeff said always try to expand your = learning skills by expanding your ticket to a commercial , atp or cfi/ cfii = heaven forbid with =A0multi , seaplane=A0 and even glider and try some flight safety/ = simuflight =A0jet cert if you have the time and money . I really want to see all you = lancair pilots around for a long time. With these difficult times with higher = expenses for most things training should be on the front burner. Bill =

=A0=A0

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