Scott- me old mate.

I rarely respond to old posts – but in this case I’ll make an exception.

I too, flew the A320 – and as you know, the difference between 80 knots and V1 significant. (I guess there are still A320 pilots around who think Flap config 2 and 3 use less runway than config 1 for the same conditions. Just showing I know a bit about performance).

Also flew Bowyangs – as in 727’s, L188 – As in Lockheed Electra as in Mk. 2, and DC4’s, AND the Mark 1 jumbo – AKA Carvair, yadayada etc.

Had a case where the ASI’s split widely in the Bowyang during the climb– basically for the same reason the Air Peru? B757 a few years ago finally bit the drink with all on board – some unidentified dickhead bag snatcher thought it would be fun to cover the static ports with masking tape before we left the ramp. That was 31 years ago. Fortunately tape on the port side blew/fell off at or soon after rotation. It was still enough to cause a twenty-five knot difference in IAS between the left and right ASI’s. Approaching and at cruise level they balanced, then on descent the same spread occurred. On final ten knots diff. At destination the engineer (you call ‘em mechanics) called on the IC and asked why we had masking tape over the static ports.

As for aborting the Lancair at 80 knots (what’s MPH? – and we’ve been through that one here), if you ain’t got no IAS – how do you know you are at 80 knots, and why is that the first time you’ve looked at your ASI on take off?

Whatever spin anyone puts on this, there is one over-riding factor, and it’s called AIRMANSHIP.

It is simply bad AIRMANSHIP to get airborne then realize the ASI is inoperative.

And despite what you think about the OLD factor Scotty, an airspeed check is basic and in my aircraft on all take-offs I see mine come off the stop and increase along and after the initial power check at the commencement of the take-off roll.

 

See ya, me ‘ol China.

 

Cheers

 

Dom