X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sat, 30 Jan 2010 14:41:20 -0500 Message-ID: X-Original-Return-Path: Received: from mail.joaobaroni.com.br ([200.215.55.39] verified) by logan.com (CommuniGate Pro SMTP 5.3.2) with ESMTP id 4104064 for lml@lancaironline.net; Fri, 29 Jan 2010 17:08:59 -0500 Received-SPF: none receiver=logan.com; client-ip=200.215.55.39; envelope-from=ppxsn@novelli.ind.br Received: from localhost (localhost [127.0.0.1]) by mail.joaobaroni.com.br (Postfix) with ESMTP id 27C0F1B480EE for ; Fri, 29 Jan 2010 20:08:59 -0200 (BRST) X-Virus-Scanned: amavisd-new at mail.joaobaroni.com.br Received: from mail.joaobaroni.com.br ([127.0.0.1]) by localhost (mail.joaobaroni.com.br [127.0.0.1]) (amavisd-new, port 10024) with ESMTP id BkkaCJfhw2Bj for ; Fri, 29 Jan 2010 20:08:58 -0200 (BRST) Received: from SilvioNovellPC (unknown [189.111.11.39]) by mail.joaobaroni.com.br (Postfix) with ESMTPA id 6D6771CAFFB4 for ; Fri, 29 Jan 2010 20:08:58 -0200 (BRST) From: "Novelli" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: RE: [LML] Re: Airspeed sensing switch needed X-Original-Date: Fri, 29 Jan 2010 20:08:08 -0200 X-Original-Message-ID: <002201caa12f$8a7ad100$9f707300$@ind.br> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0023_01CAA11E.C6F20100" X-Mailer: Microsoft Office Outlook 12.0 Thread-Index: Acqg+EctPDYLH1zTThO/BRWaZFeX3gANv7Kw Content-Language: pt-br This is a multi-part message in MIME format. ------=_NextPart_000_0023_01CAA11E.C6F20100 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable In my opinion the Best is to use this pressure switch only to alarm. = Final decision should be up to pilot discretion. =20 S=EDlvio Novelli Lancair 320 - PP-XSN +55 (14) 3841-2337 =20 From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of = Tom Gourley Sent: sexta-feira, 29 de janeiro de 2010 13:32 To: lml@lancaironline.net Subject: [LML] Re: Airspeed sensing switch needed =20 "I have my airspeed sensing switch set a 90 knots, in the gear-up = circuit, so that no matter where the gear switch is, it can't raise the gear = unless the airspeed is greater than 90 knots. Same on landing. I fi forget to put the gear switch to down, the gear = will come down anyway at 90 knots." =20 As I recall Piper used to have an automatic gear extension system on the Arrow. After some accidents caused by the gear coming down before the = pilot expected or wanted it to, and sometimes failing to retract because best angle climb speed could be below the gear extension speed, Piper = published a service bulletin recommending disabling the automatic gear extension = system. Sounds to me like the system was too simple, using one set airspeed = below which the gear would extend if it was up, or stay down after takeoff = even though the gear switch was in the retracted position. There was an = override switch but too often the pilot forgot about it, especially in a tense situation. =20 Tom Gourley =20 =20 ------=_NextPart_000_0023_01CAA11E.C6F20100 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

In my opinion the Best is to use this pressure switch = only to alarm. Final decision should be up to pilot = discretion.

=A0=A0=A0=A0=A0=A0 S=EDlvio Novelli

Lancair 320 - PP-XSN

=A0=A0=A0 +55 (14) 3841-2337

From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Tom Gourley
Sent: sexta-feira, 29 de janeiro de 2010 13:32
To: lml@lancaironline.net
Subject: [LML] Re: Airspeed sensing switch = needed

"I have my airspeed sensing = switch set a 90 knots, in the gear-up circuit, so that no matter where the gear = switch is, it can't raise the gear unless the airspeed is greater than 90 = knots.

Same on landing. I fi forget to put the gear switch to down, the gear = will come down anyway at 90 knots."

As I recall Piper used to have an automatic gear extension system on = the Arrow. After some accidents caused by the gear coming down before = the pilot expected or wanted it to, and sometimes failing to retract because = best angle climb speed could be below the gear extension speed, Piper published a service bulletin = recommending disabling the automatic gear extension system. Sounds to me like the system = was too simple, using one set airspeed below which the gear would extend if it = was up, or stay down after takeoff even though the gear switch was in the = retracted position. There was an override switch but too often the = pilot forgot about it, especially in a tense situation.

Tom Gourley

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