X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [72.255.12.10] (account marv@lancaironline.net) by logan.com (CommuniGate Pro WebUser 5.0.9) with HTTP id 1111005 for lml@lancaironline.net; Fri, 12 May 2006 17:08:09 -0400 From: "Marvin Kaye" Subject: Re: [LML] Re: IVP Crash To: lml X-Mailer: CommuniGate Pro WebUser v5.0.9 Date: Fri, 12 May 2006 17:08:09 -0400 Message-ID: In-Reply-To: <44649259.3050609@optonline.net> References: <44649259.3050609@optonline.net> MIME-Version: 1.0 Content-Type: text/plain; charset="windows-1250"; format="flowed" Content-Transfer-Encoding: 8bit Posted for Jack Cowell : I am curious as to the facts and specifics Rienk Ayers used to make his assertions. For example, on what is "virtually no allowable margin for error" based? My IVP gives a very noticeable buffet warning through the stick before what I, as a layman, will call a low airspeed stall. Is it possible that the issues Mr. Ayers raises are largely training-based? In my case, for example, I have been well served in my 500 or so IVP hours by aviator/instructors like Mike Mahar and Pete Zaccagnino who mercilessly drummed into my thick skull, "Know your airspeed. Keep your airspeed at a 100 kts or more in the pattern. Make standard rate coordinated turns when you are low and slow, and in case you didn't get it the first twenty times, keep your airspeed up! Additionally, was the Columbia in fact difficult to certify? Or were its certification issues restricted to flight controllability and stability in the spin and spin recovery part of FAA certification that necessitated the wing cuffs, etc? Was no type of "static dynamic stability and controllability designed into the plane during engineering"? It would be interesting to hear about this from the professionals who worked on the Lancair(s) Mr. Ayers references to learn exactly what did go into the design, engineering and development of the plane(s) in his blanket reference. Perhaps a professional engineer and experienced Lancair pilot and test pilot like Peter Zaccagnino could also shed some light on the validity of Mr. Ayers assertions. If the assertions are valid, or even partially valid, then the affected Lancair pilots owe him a debt of gratitude for bringing this situation to light. If, on the other hand, the assertions are found to be wanting either in specificity, fact, completeness or other significant category, that would be beneficial for all of us - not the least of whom is Mr. Ayers -- to know and understand as well.