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Dom Crain wrote:
Tsk!
Tsk!
No Airspeed No take-off
Old airline SOPS stick POWER CHECK; AIRSPEED
CHECK.
If you dont 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
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