X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 15 May 2006 16:57:02 -0400 Message-ID: X-Original-Return-Path: Received: from [64.12.137.4] (HELO imo-m23.mail.aol.com) by logan.com (CommuniGate Pro SMTP 5.0.9) with ESMTP id 1113281 for lml@lancaironline.net; Sun, 14 May 2006 19:05:02 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.4; envelope-from=PTACKABURY@aol.com Received: from PTACKABURY@aol.com by imo-m23.mx.aol.com (mail_out_v38_r7.5.) id q.43f.8d45e7 (1320) for ; Sun, 14 May 2006 19:04:13 -0400 (EDT) From: PTACKABURY@aol.com X-Original-Message-ID: <43f.8d45e7.3199116d@aol.com> X-Original-Date: Sun, 14 May 2006 19:04:13 EDT Subject: Re: [LML] Re: Crash X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1147647853" X-Mailer: 9.0 Security Edition for Windows sub 2340 X-Spam-Flag: NO -------------------------------1147647853 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 5/14/2006 3:18:38 P.M. Pacific Standard Time, naf@britevalley.com writes: Jeff wrote > > "If the engine quits when you are at 80 knots and 1500 AGL, > you are able to turn around and get back to the runway . The > same distance from the field at 120 knots and 700 feet won't > cut it. Try it sometime." Sunday pm, no LIV building today, a glass of nice Chard to help the motor skills on the key board and a loss of self control prompt me to comment: Pull back on the stick and zoom to as near vertical as the wing loading allows, rudder the nose back down (also near vertical) and towards the desired heading (runway) as the airspeed passes thru about 50 kts, keep the Gs near zero as the plane accelerates due to gravity and gradually begin a round out passing about 500 feet on the way back to the airport. You know, it is standard instruction in a glider to turn back to the airport at any altitude above 200 feet agl in case of a tow line break, and I have had the opportunity at about 200 feet agl and everything was just fine. Sure there is the wing loading thing, but my point is life in the wild blue is not as scary as some of you wish to make it. And don't forget that aviation is a three dimensional opportunity--learn to use the vertical when making a min energy turn. Safe airplanes: I built a LongEZ over 20 years ago and have flown it for all of that time with many fellow builder/pilots. Burt did a fine job designing a forgiving, easily operated simple airplane, and 1000s of builders have refined it over the years--making it even better. And yet smart, experienced folks kill themselves by flying too low, too slow, or making bad decisions (John Denver is the most famous example here). It has fluttered and had winglets depart because of bad workmanship. Any airplane can be a challenge to all of us sometime, and yet any airplane can be safely flown by some of us sometime. So lets not snip at Lancair, or Lancairs, or any particular airplane because a member of our community has been killed. Lets tip a glass to his memory, take joy in his friendship, learn something from his experience and remember the bonds are indeed surely when next you give them the slip. paul -------------------------------1147647853 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 5/14/2006 3:18:38 P.M. Pacific Standard Time,=20 naf@britevalley.com writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>Jeff=20 wrote
>
>   "If the engine quits when you are at 80=20 knots and 1500 AGL,
> you are able to turn around and get back to th= e=20 runway . The
> same distance from the field at 120 knots and 700 fee= t=20 won't
> cut it. Try it sometime."
Sunday pm, no LIV building today, a glass of nice Chard to help the mot= or=20 skills on the key board and a loss of self control prompt me to comment:
Pull back on the stick and zoom to as near vertical as the wing loading= =20 allows, rudder the nose back down (also near vertical) and towards the desir= ed=20 heading (runway) as the airspeed passes thru about 50 kts, keep the Gs near=20= zero=20 as the plane accelerates due to gravity and gradually begin a round out= =20 passing about 500 feet on the way back to the airport.  You know, it is= =20 standard instruction in a glider to turn back to the airport at any altitude= =20 above 200 feet agl in case of a tow line break, and I have had the opportuni= ty=20 at about 200 feet agl and everything was just fine.  Sure there is the=20= wing=20 loading thing, but my point is life in the wild blue is not as scary as some= of=20 you wish to make it.  And don't forget that aviation is a three dimensi= onal=20 opportunity--learn to use the vertical when making a min energy turn.
Safe airplanes:  I built a LongEZ over 20 years ago and have flown= it=20 for all of that time with many fellow builder/pilots.  Burt did a fine=20= job=20 designing a forgiving, easily operated simple airplane, and 1000s of builder= s=20 have refined it over the years--making it even better.  And yet smart,=20 experienced folks kill themselves by flying too low, too slow, or making bad= =20 decisions (John Denver is the most famous example here).  It has flutte= red=20 and had winglets depart because of bad workmanship.  Any airplane=20= can=20 be a challenge to all of us sometime, and yet any airplane can be safely flo= wn=20 by some of us sometime.  So lets not snip at Lancair, or Lancairs, or a= ny=20 particular airplane because a member of our community has been killed. = =20 Lets tip a glass to his memory, take joy in his friendship, learn something=20= from=20 his experience and remember the bonds are indeed surely when next you give t= hem=20 the slip. 
paul 
-------------------------------1147647853--