X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sat, 28 Jan 2006 00:09:08 -0500 Message-ID: X-Original-Return-Path: Received: from mxo4.broadbandsupport.net ([209.55.3.84] verified) by logan.com (CommuniGate Pro SMTP 5.0.7f) with ESMTP id 956811 for lml@lancaironline.net; Fri, 27 Jan 2006 21:48:00 -0500 Received-SPF: none receiver=logan.com; client-ip=209.55.3.84; envelope-from=kloop@plantationcable.net Received: from George (host-12-178-1-17.plantationcable.net [12.178.1.17]) by mxo4.broadbandsupport.net (Postfix) with SMTP id 3362220D36A for ; Fri, 27 Jan 2006 21:47:13 -0500 (EST) X-Original-Message-ID: <005b01c623b5$23634980$1101b20c@George> From: "George Shattuck" X-Original-To: "Lancair Mailing List" Subject: Engine and speed management X-Original-Date: Fri, 27 Jan 2006 21:21:53 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0050_01C62387.B1B4EFA0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2180 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 X-broadbandsupportnet-MailScanner-Information: Please contact the ISP for more information X-broadbandsupportnet-MailScanner: Found to be clean X-broadbandsupportnet-MailScanner-From: kloop@plantationcable.net This is a multi-part message in MIME format. ------=_NextPart_000_0050_01C62387.B1B4EFA0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Again, my original post was about engine management relative to the = accident/loss of the 320 out in California. My emphasis was on making = the engine work during the descent and not just being near idle for the = long descent. Keep the RPM back (2200) and the MAP up (23" +/-) and let = the speed build, which is about 185 kts. or so at 700 fpm. But the = arrival takes a little planning. =20 At my uncontrolled airport it makes sense, traffic permitting, to make a = 360 deg turn from overhead the runway to the downwind, around to final. = But that means arriving over the threshhold at 185 +/- knots. If gear = down speed is 120 kts. it makes sense to be over the runway at an = altitude low enough to permit a climbing turn to the downwind, which = dissipates the speed. =20 1. It is not a "high speed, low pass." It is a normal speed, low = approach with the option. The Lancair is fast. Fast is normal 2. I don't boast to anyone. There is rarely anyone around. There is = noone to impress. I am 69 years old tomorrow and I am past the point of = thinking I'll impress anyone. With over 11,000 hours in high = performance aircraft (Navy tailhook and business jets) I am interested = in flying the machine within its envelope, which is fast. I see no = point in trying to operate my 320 within the parameters of the average = spam can, meaning no disrespect. 3. The purpose of my procedure at my home airport and at any other = uncontrolled airport where the traffic permits, or when a tower = controller will authorize a low approach with the option is to fly my = airplane in the most efficient manner, fast, the way it was designed and = intended. Most times at other airports, a downwind entry is required, = or a straight-in, or even an instrument approach, which requires good = descent planning to get the thing slowed down out far enough to enable = gear down and time to get set up without getting behind the airplane. The discussions of flying these airplanes safely has been useful I think = for everyone. Every pilot and airplane has limitations and it is our = responsibility to know our limitations and the limitations and flight = characterisics of the airplanes we build. Don't do something you are = not prepared for or capable of completing to a successful recovery.=20 George Shattuck N320GS ------=_NextPart_000_0050_01C62387.B1B4EFA0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Again, my original post was about engine management relative to the = accident/loss of the 320 out in California.  My emphasis was on = making the=20 engine work during the descent and not just being near idle for the long = descent.  Keep the RPM back (2200) and the MAP up (23" +/-) and let = the=20 speed build, which is about 185 kts. or so at 700 fpm.   But = the=20 arrival takes a little planning. 
 
At my uncontrolled airport it makes sense, traffic permitting, to = make a=20 360 deg turn from overhead the runway to the downwind, around to = final. =20 But that means arriving over the threshhold at 185 +/- knots.  If = gear down=20 speed is 120 kts. it makes sense to be over the runway at an altitude = low enough=20 to permit a climbing turn to the downwind, which dissipates the = speed. =20
 
1.  It is not a "high speed, low pass."  It is a normal = speed,=20 low approach with the option.  The Lancair is fast.  Fast is=20 normal
 
2.   I don't boast to anyone.  There is rarely = anyone=20 around.  There is noone to impress.  I am 69 years old = tomorrow and I=20 am past the point of thinking I'll impress anyone.  With over = 11,000=20 hours in high performance aircraft (Navy tailhook and business = jets) I am=20 interested in flying the machine within its envelope, which is = fast. =20 I see no point in trying to operate my 320 within the parameters of=20 the average spam can, meaning no disrespect.
 
3.  The purpose of my procedure at my home airport and at any = other=20 uncontrolled airport where the traffic permits, or when = a tower=20 controller will authorize a low approach with the option is to fly = my=20 airplane in the most efficient manner, fast, the way it was designed and = intended.  Most times at other airports, a downwind entry is = required, or a=20 straight-in, or even an instrument approach, which requires good descent = planning to get the thing slowed down out far enough to enable gear down = and=20 time to get set up without getting behind the airplane.
 
The discussions of flying these airplanes safely has been = useful I=20 think for everyone.  Every pilot and airplane has limitations and = it is our=20 responsibility to know our limitations and the limitations and flight=20 characterisics of the airplanes we build.  Don't do something you = are not=20 prepared for or capable of completing to a successful = recovery. 
 
George Shattuck
N320GS
 
 
 
 
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