I have seen this article before. While the overall message is clear - the value of type specific training, a few things jumped out at me as odd.
First, the three accidents quoted were not really type specific. Any plane can run out of gas or attempt aerobatics.
The other thing that struck me is odd was the section on steep approaches.
First the high descent rate after engine failure is mentioned (Glasair III, 2,600 fpm). This is immediately followed by suggesting that approaches should be flown at a 'normal' approach angle with power like a twin turbine.
"Pilots were being told to fly steep approaches which caused landing
accidents. You fly the plane like a turbine corporate twin, say the experts, with a normal approach angle and carrying a bit of power right down to the pavement."
A twin corporate turbine can still fly an ILS at 3 degrees after an engine failure. The high performance single does not have that option. Engine out training should provide enough familiarity with steep approaches to make them feel routine. The effectiveness of the flaps on the 360 provides much versatility in approach angles. A 3 degree ILS (600 fpm), a 6 degree routine VFR pattern (1,200 fpm) or a maximum power off descent of 11 degrees and 2,000 fpm. Controllers requesting a short approach appreciate it when you can go from 140 KIAS on downwind to dropping like a rock, to greasing it on over the numbers followed by taking the very first
turn-off. In general, any airplane can glide power off to a landing whether it be a Piper Cub, F-16 or a 767. It is all just a matter of energy management.
Type specific training is definitely key in improving our safety record.
Chris Zavatson
N91CZ
360std
On
Sunday, December 22, 2013 6:12 PM, "vtailjeff@aol.com" <vtailjeff@aol.com> wrote:
John,
You hit on a good point. You should have respect for the hazards that can bite you -- but fear? No. If you are properly prepared with the right training and aircraft preparation everything should go reasonably well. I know you were at Greeneville. Did you meet Jay Elliot there? He is retired Marine aviator and military test pilot. He is currently a LOBO CFI, flies a 320 and lives near Charleston , SC. I am sure he can help you get ready for first flight. Did you attend Bob Pastusek's seminar on preparing for your first flight at the Greenville fly-in? If you have any questions we are standing by to assist.
Merry Christmas,
Jeff Edwards
-----Original Message-----
From: John Cooper <snopercod@comporium.net>
To: lml <lml@lancaironline.net>
Sent: Sun, Dec 22, 2013 4:59 pm
Subject: [LML] Re: 1992 "HOW TO KILL YOURSELF IN A HOMEBUILT"
Peter--
With all due respect, since I know you've been flying Lancairs for a
long time, do you think that those of us who haven't flown yet really
want to hear how the Lancair is a dangerous plane and chances are good
that we're going to die on our first flight - or most certainly by the
second one? I understand that your intention in posting that Falco piece
was to prod people into getting some flight time in a similar aircraft
before launching off, but I'm really getting sick of people telling me
I'm going to die soon. I've built the best plane I knew how and fully
intend to get some stick time in a 360 before I fly mine. What I could
use right now, though, is a little moral support. From my 6 hours at the
controls of Clarence Grubbs 69CG, the 235 is a sweet flying plane and
not dangerous at all if one respects the differences from a C-172. But
it seems that all I get more experienced pilots is FUD [Fear,
Uncertainty, and Doubt]. Several months ago I attended an EAA meeting at
Asheville, NC, and it was the same with those guys (mostly spam-can RV
builders). I went there for some support, and all I got was FUD. I
haven't been back since.
/rant
--
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