X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from elasmtp-banded.atl.sa.earthlink.net ([209.86.89.70] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTP id 6268363 for lml@lancaironline.net; Mon, 13 May 2013 13:43:39 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.70; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=QrcxIycxNuZrYHZtXgv7IBlgdqOdes1Zz8hjT84vMO78j2suQPdHvRhNW74RmyXe; h=Received:From:Mime-Version:Content-Type:Subject:Date:In-Reply-To:To:References:Message-Id:X-Mailer:X-ELNK-Trace:X-Originating-IP; Received: from [71.181.123.136] (helo=[192.168.1.24]) by elasmtp-banded.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1Ubwm8-0002BZ-M4 for lml@lancaironline.net; Mon, 13 May 2013 13:43:05 -0400 From: Colyn Case Mime-Version: 1.0 (Apple Message framework v1085) Content-Type: multipart/alternative; boundary=Apple-Mail-145--682239511 Subject: Re: [LML] Re: challenging flight with the LNC2 yesterday Date: Mon, 13 May 2013 13:43:04 -0400 In-Reply-To: To: "Lancair Mailing List" References: Message-Id: <787C2D3C-D611-4ACB-9914-C53AD1439F93@earthlink.net> X-Mailer: Apple Mail (2.1085) X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da940cd4a8568d5f157354123366baf661e21350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 71.181.123.136 --Apple-Mail-145--682239511 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=windows-1252 Somebody is going to call me not a "real" pilot but in the interest of = getting from 99.995% safe to 99.999% safe (see my article this month) = I'll say anyway that I personally won't launch IFR without: functioning xm weather fully functioning auto-pilot accident stats say that adding a second pilot dramatically improves = safety. If you don't have that, auto-pilot is the next best thing. "single pilot IFR is almost an emergency. the first thing that goes = wrong after that IS an emergency." Colyn On May 12, 2013, at 5:53 PM, Keith Smith wrote: Hi Jim, The heading hold isn't reliable and the alt hold eventually gets into a = PIO after a few minutes, especially if you try to transmit on the radio. = I've gotten used to doing 3 1/2hr legs without it at this point. I = engage it for brief periods if I need to reorganize the cockpit or eat = lunch. Keith On Wed, May 1, 2013 at 4:38 PM, James Collins wrote: What happened To your auto pilot. I know you had one. Nice report. I've = also seen some of your trips on YouTube always great. =46rom Jim Collins iPad=20 On May 1, 2013, at 10:19 AM, Robert R Pastusek = wrote: > 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 >=20 > =20 >=20 > Bob >=20 > =20 >=20 > 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 >=20 > =20 >=20 > 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 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). >=20 > 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." >=20 > 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, they 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). >=20 > 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 relentless 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 having a = carb temp gauge in non-fuel injected aircraft that flies IFR. >=20 > 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 ride. It's hard to explain or recall the sights and sounds of the = trip, but here 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"....twice. >=20 > 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 = 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, very 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 ice start forming = on the canopy, I receive the climb to 11k. By then, the speed has wound = up a bit, and I have 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 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 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 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 winds were pretty light by that point. >=20 > 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 = would 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 was 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 see 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 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 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. >=20 > 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. >=20 > 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. >=20 > 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! >=20 > Keith Smith >=20 --Apple-Mail-145--682239511 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=windows-1252
functioning xm weather
fully functioning = auto-pilot

accident stats say that adding a = second pilot dramatically improves safety.   If you don't have = that, auto-pilot is the next best = thing.

"single pilot IFR is almost an = emergency.    the first thing that goes wrong after that IS an = emergency."



Colyn

On May 12, 2013, at 5:53 PM, Keith Smith = wrote:

Hi Jim,

The heading hold isn't reliable and the = alt hold eventually gets into a PIO after a few minutes, especially if = you try to transmit on the radio. I've gotten used to doing 3 1/2hr legs = without it at this point.  I engage it for brief periods if I need = to reorganize the cockpit or eat lunch.

Keith


On Wed, May 1, 2013 at 4:38 PM, James Collins = <jcollins@snet.net> wrote:
What happened To your auto pilot. I know you had one. = Nice report. I've also seen some of your trips on YouTube always = great.

=46rom Jim Collins iPad 


On 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 = 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 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 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, they 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, = which is pretty tiring when you're hand flying. The workload was = absolutely relentless 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 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 ride. It's hard to explain or recall the sights and sounds of the = trip, but here 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"....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 = 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, = very 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 ice start forming on the canopy, I receive the climb to 11k. By then, the speed has wound up a bit, and I = have 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 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 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 = 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 = 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 would 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 was 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 see = 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 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 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 = 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 done = it...you're missing out on whole new world of sights, sounds, utility, = challenges and fun. Do it!

Keith Smith



= --Apple-Mail-145--682239511--