X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 12 May 2013 17:53:50 -0400 Message-ID: X-Original-Return-Path: Received: from mail-pa0-f43.google.com ([209.85.220.43] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTPS id 6266918 for lml@lancaironline.net; Sun, 12 May 2013 16:23:14 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.220.43; envelope-from=keith.smith@gmail.com Received: by mail-pa0-f43.google.com with SMTP id hz10so4121741pad.30 for ; Sun, 12 May 2013 13:22:38 -0700 (PDT) MIME-Version: 1.0 X-Received: by 10.68.179.35 with SMTP id dd3mr25956668pbc.197.1368390158917; Sun, 12 May 2013 13:22:38 -0700 (PDT) Received: by 10.70.50.194 with HTTP; Sun, 12 May 2013 13:22:38 -0700 (PDT) In-Reply-To: References: X-Original-Date: Sun, 12 May 2013 16:22:38 -0400 X-Original-Message-ID: Subject: Re: [LML] Re: challenging flight with the LNC2 yesterday From: Keith Smith X-Original-To: Lancair Mailing List Content-Type: multipart/alternative; boundary=047d7bacba8256268604dc8b292a --047d7bacba8256268604dc8b292a Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Bob, Absolutely. I had a strong suspicion that the ice would be near the tops, hence the desire to zoom through the tops at the end, rather than a normal, slow climb. Keith On Wed, May 1, 2013 at 10:19 AM, Robert R Pastusek wrot= e: > Keith, > Very nice report. Did you notice that with the weather conditions you > experienced, you normally pick up ice at/very near the cloud tops? I=92ve > noticed this to be true over a rather surprising range of OATs=85 Lesson = for > me has been, don=92t dawdle in and out of the tops=85**** > > ** ** > > Bob**** > > ** ** > > *From:* Lancair Mailing List [mailto:lml@lancaironline.net] *On Behalf Of > *Keith Smith > *Sent:* Tuesday, April 30, 2013 7:58 PM > *To:* lml@lancaironline.net > *Subject:* [LML] challenging flight with the LNC2 yesterday**** > > ** ** > > Flew the LNC2 to Kentucky today for the condition inspection. This was a > tricky flight. I briefed the weather in some detail the night before to g= et > a feel for tops (9-12k along the route of flight), convective activity > (none), likelihood of icing (possible above 9k), winds (hairy at 30kt > headwind initially, then 5-10kt later on). > > Verified the weather this morning, then set off from N07-K24. Cleared > route was "upon entering controlled airspace, direct Chatham NDB, vectors > LANNA V30 ETX V39 MRB ESL V4 HVQ AZQ LOZ, direct." > > Picked up the clearance via phone, told the controller I could depart VFR= , > he was happy to hear it, so off I went. This complicated things slightly = as > I now needed to talk to Caldwell tower (KCDW) immediately after departure > since my route of flight would take me through their airspace. The > challenge would be to talk to them and get a freq change to NY Approach > before butting up against the next Delta, which was Morristown (KMMU). > Caldwell cut me loose as I was passing abeam the tower, so I checked in > with NY Approach who quickly identified me, got me onto a 180 heading and > climbed me to 7000. Once they had me above the Newark arrival stream, the= y > turned me west towards SBJ (not on the original plan, but easily added to > the flight plan and backed up with the VOR receiver a few seconds after > that). > > I spent the next 2 hours or so not being able to see a darned thing, whic= h > is pretty tiring when you're hand flying. The workload was absolutely > relentless between wind shifts, updrafts and downdrafts, monitoring outsi= de > air temps, turning the ram air on and off when going in and out of precip= , > and monitoring inlet air temperature (carb temp), employing carb heat, et= c. > I cannot stress the importance of having a carb temp gauge in non-fuel > injected aircraft that flies IFR. > > The first 2/3 of the flight generally took place at around 8000ft, almost > entirely in stratus clouds with light to moderate precip and a smooth rid= e. > It's hard to explain or recall the sights and sounds of the trip, but her= e > are the 3 most memorable parts: > 1) Keeping close track of temps at 8k, 9k and then 10k, eventually hittin= g > ice at 10k, dropping back down to 9k and watching the ice go "buh > bye"....twice. > > 2) Getting tired of being in IMC and in and out of performance-robbing > clouds, I had a pretty good feeling that if I could get on top, life woul= d > be a lot better. I was able to get the climb from 8-10k but the controlle= r > said it would be a few moments before he could get me higher. The OAT was > dropping, and I knew I had a very, very narrow window to get this climb > done, or I was going to have to drop back down and try again later, or no= t > at all). Just as the first crystals of ice start forming on the canopy, I > receive the climb to 11k. By then, the speed has wound up a bit, and I ha= ve > the ability to trade it for a quick zoom to 11k where I can sense by the > change in lighting that I should pretty much be on top. Sure enough, at > about 10,800, with 115kias (ie, just about out of gas in the zoom), I pop > out on top, the OAT immediately shoots up to +6C and the ice quickly > disappears. I have nothing but blue skies above, and every cloud I can se= e > out to the horizon is below me. Success. I let the speed wind up, carb he= at > off, ram air on and off we go in 'go fast' mode at last, free of the > shackles of IMC. It was a calculated risk, and it paid off. My workload > went down to near 0 for the next hour as I enjoyed the view. As it happen= s, > the tops eventually dropped down to around 7k, but I stayed at 11k as the > fuel burn was lower in any case and the winds were pretty light by that > point. > > 3) best descent phase I think I've ever had...continuous descent from 11k > down to 3600ft for the IAF, except for one level off at 6k to bleed off > some speed prior to entering the tops again, in case the ride wasn't as > smooth. Shot RNAV RWY 17 approach at around 180kias because I knew it wou= ld > be VMC below 3k and I was planning on doing a low approach to greet my > friend at the field anyway. Broke out, got 500ft below the clouds while > remaining on the approach, canceled IFR. Spotted what I thought was the > field, but the angle didn't quite right. It was close, but not quite. I w= as > on the final approach course, but the airport looked slightly off center > and the runway was about 20 degrees off. I double checked the plate to se= e > how the final approach course related to the runway orientation and noted > it was straight in. I looked more closely outside and noticed the airport > dead ahead, about 1.5nm away. I left the power where it was, pitched down= a > little more and savored the 215kias low approach that followed. Slow pull= up > at the end (actually, at that speed, it was more a case of releasing some > of the pressure on the stick, allowing the plane to do what it wanted to = do > which was climb). 700ft into the climb (a few seconds later), start the > crosswind turn, power to 12" and set myself the challenge of not touching > that again since the winds were practically dead, making for a very > predictable pattern. Gear...flaps, base, more flaps, what an amazing view= . > Turned a 1/4 mile final (tight pattern today), one more GUMP check and a > nice touchdown to end a truly interesting flight. > > What struck me after landing was that this was a really challenging > flight, not because of stick & rudder, but because of the thought process > and decision making a long the way. I could've absolutely stayed at 4-6k > the whole way, been miserable, flown slowly and gotten there in one piece= , > but took a calculated risk to get on top and then reaped the rewards with= a > much reduced workload. > > It also occurred to me that flying by reference to instruments for 2 hour= s > straight was tiring, but not especially difficult. I can definitely credi= t > the simulator with having helped with that task. I fly a couple of times = a > week (enroute and approaches) and never feel rusty when getting in the > airplane, even if I haven't flown in IMC for 4-5 months. > > If you're thinking about getting an instrument rating but haven't done > it...you're missing out on whole new world of sights, sounds, utility, > challenges and fun. Do it!**** > > Keith Smith**** > --047d7bacba8256268604dc8b292a Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable
Bob,

Absolutely. I had a strong suspicion that the = ice would be near the tops, hence the desire to zoom through the tops at th= e end, rather than a normal, slow climb.

Keith


On Wed, May 1, 2013 at 10:19 AM, Robert = R Pastusek <rpastusek@htii.com> wrote:

Keith,
Very nice report. Did you notice that with the weather conditions you exper= ienced, you normally pick up ice at/very near the cloud tops? I=92ve notice= d this to be true over a rather surprising range of OATs=85 Lesson for me h= as been, don=92t dawdle in and out of the tops=85

=A0<= /p>

Bob<= /p>

=A0<= /p>

From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Keith Smith
Sent: Tuesday, April 30, 2013 7:58 PM
To: lml@l= ancaironline.net
Subject: [LML] challenging flight with the LNC2 yesterday<= /u>

=A0

Flew the LNC2 to Kent= ucky today for the condition inspection. This was a tricky flight. I briefe= d the weather in some detail the night before to get a feel for tops (9-12k= along the route of flight), convective activity (none), likelihood of icing (possible above 9k), winds (hairy at = 30kt headwind initially, then 5-10kt later on).

Verified the weather this morning, then set off from N07-K24. Cleared route= was "upon entering controlled airspace, direct Chatham NDB, vectors L= ANNA V30 ETX V39 MRB ESL V4 HVQ AZQ LOZ, direct."

Picked up the clearance via phone, told the controller I could depart VFR, = he was happy to hear it, so off I went. This complicated things slightly as= I now needed to talk to Caldwell tower (KCDW) immediately after departure = since my route of flight would take me through their airspace. The challenge would be to talk to them and get = a freq change to NY Approach before butting up against the next Delta, whic= h was Morristown (KMMU). Caldwell cut me loose as I was passing abeam the t= ower, so I checked in with NY Approach who quickly identified me, got me onto a 180 heading and climbed me to 700= 0. Once they had me above the Newark arrival stream, they turned me west to= wards SBJ (not on the original plan, but easily added to the flight plan an= d backed up with the VOR receiver a few seconds after that).

I spent the next 2 hours or so not being able to see a darned thing, which = is pretty tiring when you're hand flying. The workload was absolutely r= elentless between wind shifts, updrafts and downdrafts, monitoring outside = air temps, turning the ram air on and off when going in and out of precip, and monitoring inlet air temperature = (carb temp), employing carb heat, etc. I cannot stress the importance of ha= ving a carb temp gauge in non-fuel injected aircraft that flies IFR.

The first 2/3 of the flight generally took place at around 8000ft, almost e= ntirely in stratus clouds with light to moderate precip and a smooth ride. = It's hard to explain or recall the sights and sounds of the trip, but h= ere are the 3 most memorable parts:
1) Keeping close track of temps at 8k, 9k and then 10k, eventually hitting = ice at 10k, dropping back down to 9k and watching the ice go "buh bye&= quot;....twice.

2) Getting tired of being in IMC and in and out of performance-robbing clou= ds, I had a pretty good feeling that if I could get on top, life would be a= lot better. I was able to get the climb from 8-10k but the controller said= it would be a few moments before he could get me higher. The OAT was dropping, and I knew I had a very, ver= y narrow window to get this climb done, or I was going to have to drop back= down and try again later, or not at all). Just as the first crystals of ic= e start forming on the canopy, I receive the climb to 11k. By then, the speed has wound up a bit, and I hav= e the ability to trade it for a quick zoom to 11k where I can sense by the = change in lighting that I should pretty much be on top. Sure enough, at abo= ut 10,800, with 115kias (ie, just about out of gas in the zoom), I pop out on top, the OAT immediately shoot= s up to +6C and the ice quickly disappears. I have nothing but blue skies a= bove, and every cloud I can see out to the horizon is below me. Success. I = let the speed wind up, carb heat off, ram air on and off we go in 'go fast' mode at last, free of t= he shackles of IMC. It was a calculated risk, and it paid off. My workload = went down to near 0 for the next hour as I enjoyed the view. As it happens,= the tops eventually dropped down to around 7k, but I stayed at 11k as the fuel burn was lower in any case and the win= ds were pretty light by that point.

3) best descent phase I think I've ever had...continuous descent from 1= 1k down to 3600ft for the IAF, except for one level off at 6k to bleed off = some speed prior to entering the tops again, in case the ride wasn't as= smooth. Shot RNAV RWY 17 approach at around 180kias because I knew it would be VMC below 3k and I was planning on doin= g a low approach to greet my friend at the field anyway. Broke out, got 500= ft below the clouds while remaining on the approach, canceled IFR. Spotted = what I thought was the field, but the angle didn't quite right. It was close, but not quite. I was on th= e final approach course, but the airport looked slightly off center and the= runway was about 20 degrees off. I double checked the plate to see how the= final approach course related to the runway orientation and noted it was straight in. I looked more closely out= side and noticed the airport dead ahead, about 1.5nm away. I left the power= where it was, pitched down a little more and savored the 215kias low appro= ach that followed. Slow pullup at the end (actually, at that speed, it was more a case of releasing some of = the pressure on the stick, allowing the plane to do what it wanted to do wh= ich was climb). 700ft into the climb (a few seconds later), start the cross= wind turn, power to 12" and set myself the challenge of not touching that again since the winds were pract= ically dead, making for a very predictable pattern. Gear...flaps, base, mor= e flaps, what an amazing view. Turned a 1/4 mile final (tight pattern today= ), one more GUMP check and a nice touchdown to end a truly interesting flight.

What struck me after landing was that this was a really challenging flight,= not because of stick & rudder, but because of the thought process and = decision making a long the way. I could've absolutely stayed at 4-6k th= e whole way, been miserable, flown slowly and gotten there in one piece, but took a calculated risk to get on top an= d then reaped the rewards with a much reduced workload.

It also occurred to me that flying by reference to instruments for 2 hours = straight was tiring, but not especially difficult. I can definitely credit = the simulator with having helped with that task. I fly a couple of times a = week (enroute and approaches) and never feel rusty when getting in the airplane, even if I haven't flown= in IMC for 4-5 months.

If you're thinking about getting an instrument rating but haven't d= one it...you're missing out on whole new world of sights, sounds, utili= ty, challenges and fun. Do it!

Keith Smith


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