X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 02 Apr 2008 14:37:53 -0400 Message-ID: X-Original-Return-Path: Received: from fed1rmmtao101.cox.net ([68.230.241.45] verified) by logan.com (CommuniGate Pro SMTP 5.2.1) with ESMTP id 2829293 for lml@lancaironline.net; Wed, 02 Apr 2008 13:30:27 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.45; envelope-from=warbirdaeropress@cox.net Received: from fed1rmimpo02.cox.net ([70.169.32.72]) by fed1rmmtao101.cox.net (InterMail vM.7.08.02.01 201-2186-121-102-20070209) with ESMTP id <20080402172946.CKZI28792.fed1rmmtao101.cox.net@fed1rmimpo02.cox.net> for ; Wed, 2 Apr 2008 13:29:46 -0400 Received: from D303STF1 ([24.251.52.219]) by fed1rmimpo02.cox.net with bizsmtp id 8hVN1Z00J4jmJTc04hVm6Z; Wed, 02 Apr 2008 13:29:46 -0400 X-Original-Message-ID: <00bc01c894e7$15f7b290$6601a8c0@D303STF1> From: "Scotty G" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] Uh Oh X-Original-Date: Wed, 2 Apr 2008 10:29:15 -0700 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_00B9_01C894AC.666722A0" 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 This is a multi-part message in MIME format. ------=_NextPart_000_00B9_01C894AC.666722A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Dom Crain wrote: Tsk! Tsk! No Airspeed - No take-off Old airline SOPS stick - POWER - CHECK; AIRSPEED - CHECK. If you don't have 'em - reject the Take Off. Cheers and have fun. Dom Crain Up Over. -------------------------------------------------------------------------= ------- I'll only agree with ONE statement in there. OLD airline SOP... Emphasis = on OLD. We no longer think that losing a minor instrument or component = is a reason for a high speed abort. The risks of a rejected takeoff far = outweigh flying with some minor or supporting item that has failed. In = my case, I fly an A320 and our initial airspeed callout is 80 knots. = There is a short list of items we will abort for above that, let alone = at V1. Losing an airspeed indicator is not one of them. More to the point. Losing your ASI in a Lancair or other general = aviation airplane is not the end of the world. These airplanes talk to = us, and we should listen. They tell you, in various ways, how fast they = are going, what they need, and what corrections need to me made. The example I'll use here is John Parker in his Thunder Mustang. He lost = his ASI on takeoff before Reno last year. He did a high speed abort, = ended up using a lot of brake, they faded, and he ended up in the dirt = and weeds. The hot brakes caught the sage brush on fire, and the = airplane burned up. I'm not saying that will happen to you, but it is a graphic illustration = of a minor problem being made into a major one. If I aborted at CHD in a LNC2, original brakes and tires, at 80 mph, it = would be pretty hard on the airplane to get it stopped in time. I'd = rather fly it around the patch one time using my pitch attitudes and = known power settings, then land. Absolutely no problem whatsoever. Please weigh the risks of losing your airspeed indicator versus a high = speed abort. And Dom, I'm not picking on you... I love ya, man! Scotty G Images of Light and Lift Warbird Digest Magazine WarbirdAeroPress.com ------=_NextPart_000_00B9_01C894AC.666722A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Dom Crain wrote:
 
Tsk!=20 Tsk!

No Airspeed =96 No take-off

Old airline SOPS stick =96 POWER =96 = CHECK;  AIRSPEED =96=20 CHECK.

If you don=92t have =91em =96 reject the Take=20 Off.

Cheers and have fun.

Dom Crain

Up Over.

I'll only agree with ONE statement in there. OLD = airline=20 SOP... Emphasis on OLD. We no longer think that losing a minor = instrument or=20 component is a reason for a high speed abort. The risks of a = rejected=20 takeoff far outweigh flying with some minor or supporting item that has = failed.=20 In my case, I fly an A320 and our initial airspeed callout is 80 knots. = There is=20 a short list of items we will abort for above that, let alone at V1. = Losing an=20 airspeed indicator is not one of them.
 
More to the point. Losing your ASI in a Lancair or = other=20 general aviation airplane is not the end of the world. These airplanes = talk to=20 us, and we should listen. They tell you, in various ways, how fast they = are=20 going, what they need, and what corrections need to me = made.
 
The example I'll use here is John Parker in his = Thunder=20 Mustang. He lost his ASI on takeoff before Reno last year. He did a high = speed=20 abort, ended up using a lot of brake, they faded, and he ended up in the = dirt=20 and weeds. The hot brakes caught the sage brush on fire, and the = airplane burned=20 up.
 
I'm not saying that will happen to you, but it is a = graphic=20 illustration of a minor problem being made into a major = one.
 
If I aborted at CHD in a LNC2, original brakes and = tires, at=20 80 mph, it would be pretty hard on the airplane to get it stopped in = time. I'd=20 rather fly it around the patch one time using my pitch attitudes and = known power=20 settings, then land. Absolutely no problem whatsoever.
 
Please weigh the risks of losing your airspeed = indicator=20 versus a high speed abort. And Dom, I'm not picking on you... I love ya, = man!
 
Scotty G
Images of Light and Lift
Warbird = Digest=20 Magazine
WarbirdAeroPress.com
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