X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 18 May 2008 17:57:32 -0400 Message-ID: X-Original-Return-Path: Received: from elasmtp-galgo.atl.sa.earthlink.net ([209.86.89.61] verified) by logan.com (CommuniGate Pro SMTP 5.2.3) with ESMTP id 2927161 for lml@lancaironline.net; Sun, 18 May 2008 00:48:18 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.61; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=hEoYh9rbSddnVht4TGF9LbviWVWCaY4pkr4XBAz+ZeupwH2Uyu1eYG55DV+O4iVG; h=Received:Message-ID:From:To:References:Subject:Date:MIME-Version:Content-Type:X-Priority:X-MSMail-Priority:X-Mailer:X-MimeOLE:X-ELNK-Trace:X-Originating-IP; Received: from [97.91.158.76] (helo=ccaselt3) by elasmtp-galgo.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1JxaCT-0001lD-Ht for lml@lancaironline.net; Sun, 18 May 2008 00:08:45 -0400 X-Original-Message-ID: <006201c8b89c$ddc4cb90$6501a8c0@nvidia.com> From: "Colyn Case at earthlink" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] Re: Turn back to the Airport after engine failure X-Original-Date: Sat, 17 May 2008 23:08:44 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_005F_01C8B872.F491AF70" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3138 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3198 X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da940b47f41af8223c458b9c283015832d06a350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 97.91.158.76 This is a multi-part message in MIME format. ------=_NextPart_000_005F_01C8B872.F491AF70 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I have practiced engine out maneuvers in my cessna a lot. At this = point I think I would be comfortable doing a u turn at 600' agl in the = cessna. To do that successfully there's nothing but dirt (well okay = grass and cows where I live) in the windshield, which takes some getting = used to. ...and I'm practicing at pattern altitude when I do this. So when I got my lancair IVP I tried a 360 over the approach end of the = runway starting at 3000' agl. If you have any illusions about getting a = IVP turned around and re-aligned to the runway from 500' I highly = recommend this exercise. I need more practice but I think my min u = turn altitude is going to end up being somewhere between 1000' and = 1500'. Along these lines, it dawned on me last year that forward g's are a lot = friendlier than other kinds of g's. Somebody said (okay - you math = guys can compute this) it's something on the order of 19 forward g's to = skid to a stop in 100' from 100 knots. If that's true, how many g's is = it to stop from 30 vertical mph in 1". 1" because that's how far it is = between your butt and the spar on a IVP. that's the right side up = version. The upside down version is so ugly I don't want to think about = it. Anyway, by that reasoning a 100' - 200' patch of dirt might be = survivable, right side up, air bags or 4 pt harness. That helped my = understanding of the land-ahead rationale a lot. ------=_NextPart_000_005F_01C8B872.F491AF70 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

I have practiced engine out maneuvers = in my cessna=20 a lot. At this point I think I would be comfortable doing a = u turn=20 at 600' agl in the cessna. To do that successfully there's = nothing=20 but dirt (well okay grass and cows where I live) in the windshield, = which takes=20 some getting used to. ...and I'm practicing at pattern = altitude when=20 I do this.

So when I got my lancair IVP I tried a = 360 over the=20 approach end of the runway starting at 3000' agl. If you have any=20 illusions about getting a IVP turned around and re-aligned to the runway = from=20 500' I highly recommend this exercise. I need more practice = but I=20 think my min u turn altitude is going to end up being somewhere between = 1000'=20 and 1500'.

Along these lines, it dawned on me last = year that=20 forward g's are a lot friendlier than other kinds of g's. = Somebody=20 said (okay - you math guys can compute this) it's something on the order = of 19=20 forward g's to skid to a stop in 100' from 100 knots. If = that's=20 true, how many g's is it to stop from 30 vertical mph in 1". = 1"=20 because that's how far it is between your butt and the spar on a=20 IVP. that's the right side up version. The upside = down=20 version is so ugly I don't want to think about it. Anyway, = by that=20 reasoning a 100' - 200' patch of dirt might be survivable, right side = up, air=20 bags or 4 pt harness. That helped my understanding of = the=20 land-ahead rationale a lot.

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