X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 11 May 2005 12:08:47 -0400 Message-ID: X-Original-Return-Path: Received: from imo-m24.mx.aol.com ([64.12.137.5] verified) by logan.com (CommuniGate Pro SMTP 4.3c5) with ESMTP id 939808 for lml@lancaironline.net; Wed, 11 May 2005 11:07:16 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.5; envelope-from=VTAILJEFF@aol.com Received: from VTAILJEFF@aol.com by imo-m24.mx.aol.com (mail_out_v38_r1.7.) id q.141.45297f22 (2519) for ; Wed, 11 May 2005 11:06:25 -0400 (EDT) From: VTAILJEFF@aol.com X-Original-Message-ID: <141.45297f22.2fb37970@aol.com> X-Original-Date: Wed, 11 May 2005 11:06:24 EDT Subject: Re: [LML] Re: Shannon's Accident Summarized X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1115823984" X-Mailer: 9.0 Security Edition for Windows sub 1200 -------------------------------1115823984 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 5/11/2005 8:35:12 A.M. Central Standard Time, colyncase@earthlink.net writes: I think everybody knows of someone that predictably died in an airplane but I am totally unconvinced that all people that die at the controls are people that would give you stupid answers if you posed a situation on the ground. Under the stress of circumstances people do some pretty weird things. Flight Safety appears to go after this problem by strapping you in the sim and inflicting you with these situations over and over until your reactions are the correct ones. A really obvious example is engine failure in a twin near Vmc. That particular one is not one you get in a Lancair but other things and degenerate pretty quickly. My question: How much of that sort of hands-on, deal-with-it-in-realtime exposure do you get with the HPAT program? Colyn, Shannon's accident was predisposed by his willingness to accept a whole lot of risk contrary to the advice of some real smart folks who have been in the aviation industry for a LONG time. He got more than an earful from several of us in the 24 hours before his accident--but chose to ignore all of it. Shannon was a "newbie". He only started flying two years before the accident but thought that because he was smart and successful in his day to day job it translated to his flying. It did not. I saw this in his conversations with me. What people say and do sometimes are two different things. I have given checkrides to folks who could give you all the right answers on the ground and they couldn't fly for beans. No air sense whatsoever. To answer your second question-- HPAT is oriented to providing quality flight training that is Lancair aircraft specific. What we do is get owner pilots up to speed flying 250 knot+ aircraft in the IFR environment. Of course there is basic VFR orientation, maneuvers, lots of approaches and engine out training. We discuss risk management, apply it in the air but cannot do "hair on fire" hazardous training more appropriate for a simulator. Regards, Jeff Edwards -------------------------------1115823984 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 5/11/2005 8:35:12 A.M. Central Standard Time,=20 colyncase@earthlink.net writes:

<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>

I think everybody knows of someone that predictably died in an airpla= ne=20 but I am totally unconvinced that all people that die at the controls are=20 people that would give you stupid answers if you posed a situation on the=20 ground. Under the stress of circumstances people do some prett= y=20 weird things. Flight Safety appears to go after this pro= blem=20 by strapping you in the sim and inflicting you with these situations over=20= and=20 over until your reactions are the correct ones. A really= =20 obvious example is engine failure in a twin near Vmc. That=20 particular one is not one you get in a Lancair but other things and=20 degenerate pretty quickly.

My question: How much of that sort of=20 hands-on, deal-with-it-in-realtime exposure do you get with the HPAT=20 program?

Colyn,

Shannon's accident was predisposed by his willingness to accept a whole= lot=20 of risk contrary to the advice of some real smart folks who have been in the= =20 aviation industry for a LONG time. He got more than an earful from several o= f us=20 in the 24 hours before his accident--but chose to ignore all of it.=20 Shannon was a "newbie". He only started flying two years before the=20 accident but thought that because he was smart and successful in his day to=20= day=20 job it translated to his flying. It did not. I saw this in his=20 conversations with me. What people say and do sometimes are two different=20 things. I have given checkrides to folks who could give you all the right=20 answers on the ground and they couldn't fly for beans. No air sense whatsoev= er.=20

To answer your second question-- HPAT is oriented to providing qua= lity=20 flight training that is Lancair aircraft specific. What we do is get owner=20 pilots up to speed flying 250 knot+ aircraft in the IFR environment. Of cour= se=20 there is basic VFR orientation, maneuvers, lots of approaches and engi= ne=20 out training. We discuss risk management, apply it in the air but cannot do=20 "hair on fire" hazardous training more appropriate for a simulator.

Regards,

Jeff Edwards

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