X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 15 May 2006 17:03:06 -0400 Message-ID: X-Original-Return-Path: Received: from elasmtp-banded.atl.sa.earthlink.net ([209.86.89.70] verified) by logan.com (CommuniGate Pro SMTP 5.0.9) with ESMTP id 1113746 for lml@lancaironline.net; Mon, 15 May 2006 02:08:32 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.70; envelope-from=rtitsworth@mindspring.com DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=mindspring.com; b=IidkThG6g3rZZbrsZFbKC/qEHsKqPv8n67JvpEbU5zVKU1vs3a+GGvazfcjPyP4V; h=Received:Reply-To:From:To:Subject:Date:MIME-Version:Content-Type:X-Mailer:In-Reply-To:X-MimeOLE:Thread-Index:Message-ID:X-ELNK-Trace:X-Originating-IP; Received: from [68.40.94.44] (helo=RDTVAIO) by elasmtp-banded.atl.sa.earthlink.net with asmtp (Exim 4.34) id 1FfW8Y-0003mx-AZ for lml@lancaironline.net; Mon, 15 May 2006 02:00:58 -0400 Reply-To: From: "richard titsworth" X-Original-To: "'Lancair Mailing List'" Subject: RE: [LML] Re: IVP Crash X-Original-Date: Mon, 15 May 2006 02:00:40 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0035_01C677C3.5E56C230" X-Mailer: Microsoft Office Outlook, Build 11.0.5510 In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2869 Thread-Index: AcZ3pL5wYU3K3ZuFRG6eIgRZE/wL+QAOlREQ X-Original-Message-ID: X-ELNK-Trace: b17f11247b2ac8f0a79dc4b33984cbaa0a9da525759e2654a2de641886aeb64f468fa3ed488b1f5b510ab3ad090af031350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 68.40.94.44 This is a multi-part message in MIME format. ------=_NextPart_000_0035_01C677C3.5E56C230 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit The following is probably not a new thought to those with tons of hours, but an idea gained from one of my instructors that has stuck with me. When entering the pattern for "landing" at a new/unfamiliar airport, I make a note of the surrounding terrain and obstacles (at both RW ends) so that if I ever have an engine out on the subsequent departure I already have an idea where the best off-field options are. I added it to the end of my GUMPPSS-S ("Surrounding terrain") Thus, my departure bailout decisions are made before landing. Making a note of these area(s) on approach is helpful, because you can't often see well over the cowl on departure. Also, "Best option" is sometimes subjective: trees beat cliff, swamp beats trees, field beats swamp, road beats building, emergency access, etc. Otherwise a lot to think about the instant the engine sputters. This is also an argument for a "normal" pattern versus a "straight-in", even if traffic is light and I'm feeling lazy. If the departure wind is light and/or nearly direct-cross, I'll choose the direction where the best bailout options were noted during the prior approach. If the bailout options all suck, I'll announce "remaining" for the departure and turn a relatively early cross-wind (300 ft) and down-wind (and then climb out of the pattern). While I don't harbor any illusions of making the runway I just left from if the engine quite on departure, I might be able to glide/crash nearer the airport property if that were the only option. I use the word bailout. Not because I have a chute, but because at that point in my mind it represents that I'm more concerned with me (and pass) than the airplane. I'm still going to "fly" it all the way to the ground AND until it stops. Hard to fully predict how I'll actually react if ever faced with the situation, but I'd like to believe that choosing the departure bail-out site before each landing and having a picture of it in my mind strongly biases me toward that decision. Open to comments. Rick ------=_NextPart_000_0035_01C677C3.5E56C230 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

The following is probably not a new thought to those with tons = of hours, but an idea gained from one of my instructors that has stuck with = me.

 

When entering the pattern for = "landing" at a new/unfamiliar airport, I make a note of the surrounding terrain = and obstacles (at both RW ends) so that if I ever have an engine out on the subsequent departure I already have an idea where the best off-field = options are.

 

I added it to the end of my = GUMPPSS-S ("Surrounding terrain")

 

Thus, my departure bailout = decisions are made before landing.

 

Making a note of these area(s) on = approach is helpful, because you can’t often see well over the cowl on = departure.  Also, “Best option” is sometimes subjective:  trees = beat cliff, swamp beats trees, field beats swamp, road beats building, = emergency access, etc.  Otherwise a lot to think about the instant the engine = sputters.

 

This is also an argument for a = "normal" pattern versus a "straight-in", even if traffic is light and = I'm feeling lazy.

 

If the departure wind is light = and/or nearly direct-cross, I'll choose the direction where the best bailout options = were noted during the prior approach.

 

If the bailout options all suck, = I’ll announce “remaining” for the departure and turn a relatively = early cross-wind (300 ft) and down-wind (and then climb out of the pattern).  While = I don’t harbor any illusions of making the runway I just left from if the engine = quite on departure, I might be able to glide/crash nearer the airport property = if that were the only option.

 

I use the word bailout.  Not = because I have a chute, but because at that point in my mind it represents that = I’m more concerned with me (and pass) than the airplane.  I’m = still going to “fly” it all the way to the ground AND until it = stops.

 

Hard to fully predict how I'll = actually react if ever faced with the situation, but I'd like to believe that choosing = the departure bail-out site before each landing and having a picture of it = in my mind strongly biases me toward that = decision.

 

Open to = comments.

Rick

 

 

 

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