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 mail-yw0-f52.google.com ([209.85.213.52] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with ESMTPS id 5439208 for lml@lancaironline.net; Mon, 12 Mar 2012 19:56:58 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.213.52; envelope-from=vonjet@gmail.com Received: by yhpp61 with SMTP id p61so3632947yhp.25 for ; Mon, 12 Mar 2012 16:56:21 -0700 (PDT) Received: by 10.182.86.200 with SMTP id r8mr9879732obz.20.1331596581310; Mon, 12 Mar 2012 16:56:21 -0700 (PDT) X-Original-Return-Path: Received: from [10.0.1.4] (cpe-50-113-123-24.san.res.rr.com. [50.113.123.24]) by mx.google.com with ESMTPS id v9sm1890825obo.9.2012.03.12.16.56.18 (version=TLSv1/SSLv3 cipher=OTHER); Mon, 12 Mar 2012 16:56:19 -0700 (PDT) Subject: Re: [LML] Legacy belly landing video References: From: Bryan Wullner Content-Type: multipart/alternative; boundary=Apple-Mail-826777F1-CEC1-4095-91EA-F5E4DDA89BFE X-Mailer: iPhone Mail (9B176) In-Reply-To: X-Original-Message-Id: <30CB3F62-6135-4F7B-9DC5-EDC72E07FD9E@gmail.com> X-Original-Date: Mon, 12 Mar 2012 16:56:16 -0700 X-Original-To: Lancair Mailing List Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (1.0) --Apple-Mail-826777F1-CEC1-4095-91EA-F5E4DDA89BFE Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii In the commercial world we use "steril cockpit" below 10k. This is considere= d the "critical" phase of flight. This means nothing is said or goes on tha= t isn't essential to the flight at 10k or less.=20 Maybe adopt this rule for flying our planes at a more relative number like 1= 000 feet or less??=20 Bryan On Mar 12, 2012, at 10:59 AM, Ian Crowe wrote: > I fly a Lancair 360 > =20 > "There are those that have and those who will" Two categories of retracta= ble gear pilots. > =20 > Unfortunately I belong to the first category. It was a beautiful landing w= ithout the wheels. I did not damage the pitot head. Inboard flap damage, bo= ttom of the rudder, scuffed belly pan, oh and did I mention the rebuilt engi= ne and new propellor! That was where it really hurt, in my pocket. > =20 > I wondered what that noise was as I landed, I thought it was a flat tire, w= ish it had been. The propellor left its marks right on the centre line mark= ings and the aircraft slewed slightly as it stopped. Total non event and I e= stimate maybe 600feet of runway used. Had to persaude the fire crew not to c= over me and the plane in foam and really do some damage. Oh, my passenger b= arely noticed but seemed suprised that we had to walk back to the hangar. > =20 > What did I learn? Focus on the business in hand and not talking to your p= assenger on final approach. > =20 > Will I do it again? I am a lot more careful now but given the right set o= f circumstances and distractions it could happen. The cost of the engine re= pair is ever before my eyes. > =20 > But as a learning experience I got to experience an event you never would i= n 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. > =20 > Ian B. Crowe > LNC 2 C-FKRO --Apple-Mail-826777F1-CEC1-4095-91EA-F5E4DDA89BFE Content-Transfer-Encoding: 7bit Content-Type: text/html; charset=utf-8

In the commercial world we use "steril cockpit" below 10k. This is considered the "critical" phase of flight. This means nothing is said or goes on that isn't essential to the flight at 10k or less.

Maybe adopt this rule for flying our planes at a more relative number like 1000 feet or less??

Bryan

On Mar 12, 2012, at 10:59 AM, Ian Crowe <ian.crowe@sympatico.ca> wrote:

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

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