X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 13 Mar 2012 08:26:29 -0400 Message-ID: X-Original-Return-Path: Received: from imr-ma05.mx.aol.com ([64.12.100.31] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with ESMTP id 5438785 for lml@lancaironline.net; Mon, 12 Mar 2012 14:22:58 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.100.31; envelope-from=Sky2high@aol.com Received: from mtaomg-da03.r1000.mx.aol.com (mtaomg-da03.r1000.mx.aol.com [172.29.51.139]) by imr-ma05.mx.aol.com (8.14.1/8.14.1) with ESMTP id q2CIM7hd028256 for ; Mon, 12 Mar 2012 14:22:07 -0400 Received: from core-mtc003c.r1000.mail.aol.com (core-mtc003.r1000.mail.aol.com [172.29.235.9]) by mtaomg-da03.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 8887BE00008E for ; Mon, 12 Mar 2012 14:22:07 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <37b8f.2dce445f.3c8f98cf@aol.com> X-Original-Date: Mon, 12 Mar 2012 14:22:07 -0400 (EDT) Subject: Re: [LML] Legacy belly landing video X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_37b8f.2dce445f.3c8f98cf_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:378512096:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d338b4f5e3ecf1dc3 --part1_37b8f.2dce445f.3c8f98cf_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Ian, I'm in your group. I did note that she slides easier where the exhaust pipe is in contact with the pavement in that metal is less abrasively resistant than our robust glass fibers. Thus, the 320 drifted to the right (exhaust exits on the left) even though I was pushing on the brakes. Scott Krueger Lancair 320 In a message dated 3/12/2012 12:59:36 P.M. Central Daylight Time, ian.crowe@sympatico.ca writes: I fly a Lancair 360 "There are those that have and those who will" Two categories of retractable gear pilots. Unfortunately I belong to the first category. It was a beautiful landing without the wheels. I did not damage the pitot head. Inboard flap damage, bottom of the rudder, scuffed belly pan, oh and did I mention the rebuilt engine and new propellor! That was where it really hurt, in my pocket. I wondered what that noise was as I landed, I thought it was a flat tire, wish it had been. The propellor left its marks right on the centre line markings and the aircraft slewed slightly as it stopped. Total non event and I estimate maybe 600feet of runway used. Had to persaude the fire crew not to cover me and the plane in foam and really do some damage. Oh, my passenger barely noticed but seemed suprised that we had to walk back to the hangar. What did I learn? Focus on the business in hand and not talking to your passenger on final approach. Will I do it again? I am a lot more careful now but given the right set of circumstances and distractions it could happen. The cost of the engine repair is ever before my eyes. But as a learning experience I got to experience an event you never would in the normal course of flying. This sets me up to say that I would never be reluctant to attempt a gear up landing if it was a preferable option. Ian B. Crowe LNC 2 C-FKRO --part1_37b8f.2dce445f.3c8f98cf_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Ian,

I'm in your group. I did note that she slides easier where the= =20 exhaust pipe is in contact with the pavement in that metal is less abrasive= ly=20 resistant than our robust glass fibers. Thus, the 320 drifted to the = right=20 (exhaust exits on the left) even though I was pushing on the brakes.

Scott Krueger

Lancair 320

In a message dated 3/12/2012 12:59:36 P.M. Central Daylight Time,=20 ian.crowe@sympatico.ca writes:

=

I fly a Lancair 360

"There are those that have and those who will" = Two=20 categories of retractable gear pilots.

Unfortunately I belong to the first category. I= t was a=20 beautiful landing without the wheels. I did not damage the pitot head.&nb= sp;=20 Inboard flap damage, bottom of the rudder, scuffed belly pan, oh and did = I=20 mention the rebuilt engine and new propellor! That was where it rea= lly=20 hurt, in my pocket.

I wondered what that noise was as I landed, I thought= it was=20 a flat tire, wish it had been. The propellor left its marks right o= n the=20 centre line markings and the aircraft slewed slightly as it stopped. = ;=20 Total non event and I estimate maybe 600feet of runway used. Had to= =20 persaude the fire crew not to cover me and the plane in foam and really d= o=20 some damage. Oh, my passenger barely noticed but seemed suprised th= at we=20 had to walk back to the hangar.

What did I learn? Focus on the business in hand= and=20 not talking to your passenger on final approach.

Will I do it again? I am a lot more careful now= but=20 given the right set of circumstances and distractions it could happen.&nb= sp;=20 The cost of the engine repair is ever before my eyes.

But as a learning experience I got to experience an e= vent=20 you never would in the normal course of flying. This sets me u= p to=20 say that I would never be reluctant to attempt a gear up landing if it wa= s a=20 preferable option.

Ian B. Crowe
LNC 2=20 C-FKRO

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