Return-Path: Sender: (Marvin Kaye) To: lml@lancaironline.net Date: Wed, 15 Sep 2004 13:34:55 -0400 Message-ID: X-Original-Return-Path: Received: from imo-d05.mx.aol.com ([205.188.157.37] verified) by logan.com (CommuniGate Pro SMTP 4.2.1) with ESMTP id 412100 for lml@lancaironline.net; Wed, 15 Sep 2004 12:30:12 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.157.37; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-d05.mx.aol.com (mail_out_v37_r3.7.) id q.126.4b1b1795 (3850) for ; Wed, 15 Sep 2004 12:29:39 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <126.4b1b1795.2e79c7f2@aol.com> X-Original-Date: Wed, 15 Sep 2004 12:29:38 EDT Subject: Re: [LML] Formation Flying, Aircraft Control and other Hobgoblins. X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1095265778" X-Mailer: 9.0 for Windows sub 5000 -------------------------------1095265778 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Another perspective: I have flown to enough places with friends in loose collections (not quite formations) that I have an interest in understanding the formal aspects of formation flying. I am not interested in show quality "Blue Angel" activities. I have no interest in flying 2 feet off someone's wing nor having them 2 feet off mine. But, I want to be better in the vicinity of other planes. Recently, I have been communicating with Dan Schaeffer about the dead band in the pitch and roll controls as a consequence of loose hinges and lash in the many push rod pivots and bearing connections. Lancairs make us better pilots or else. I thought I was a reasonably skilled 2000 hour pilot (700 in my 320) -- until this last weekend. With my autopilot controller in the shop I had the opportunity to fly out to Hastings NE twice, picking up my son for his mother's birthday and returning him the next day. That's 10 hours of hand flying in smooth air. It sounds simple, doesn't it? Sitting comfortably, with my arm supported by my leg and lightly encircling the stick with two fingers, my scan was instrument-like in the carefully trimmed airplane. All for naught. 10 flight hours of frustration. Honing in on significant indicators, CDI, digital track data, attitude indicator, DG, airspeed, altitude and VSI and finally experimenting with the precise indication of certain instruments still resulted in wandering. Sometime using the vertical bar and slot at the top of the attitude indicator, but more often using the hairline over the DG bug, I was not able to hold a precise heading for very long. The slightest distraction, conversation or a peek out the window and oops, 3 degrees off the heading. Combine this with careful positioning the the horizontal bar on the attitude indicator, the altitude needle and airspeed (VSI is overly damped), and yet there were pitch variations leading to 50-100 foot altitude deviations with up to 4-5 kts airspeed changes. I'm not sure I should be in close formation with anyone, but I would like to know whether it's me or the plane's setup that makes me think I am standing on one leg atop a beach ball. Anyone else have these experiences? Scott Krueger AKA Grayhawk N92EX IO320 Aurora, IL (KARR) Some Assembly Required. -------------------------------1095265778 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Another perspective:

I have flown to enough places with friends in loose collections (not qu= ite=20 formations) that I have an interest in understanding the formal aspects of=20 formation flying. I am not interested in show quality "Blue Angel"=20 activities.

I have no interest in flying 2 feet off someone's wing nor having them=20= 2=20 feet off mine. But, I want to be better in the vicinity of other planes.

Recently, I have been communicating with Dan Schaeffer about the dead b= and=20 in the pitch and roll controls as a consequence of loose hinges and lash in=20= the=20 many push rod pivots and bearing connections. Lancairs make us be= tter=20 pilots or else. I thought I was a reasonably skilled 2000 hour pi= lot=20 (700 in my 320) -- until this last weekend. With my autopilot=20 controller in the shop I had the opportunity to fly out to Hastings NE twice= ,=20 picking up my son for his mother's birthday and returning him the next=20 day. That's 10 hours of hand flying in smooth air. It sounds simp= le,=20 doesn't it?

Sitting comfortably, with my arm supported by my leg and lightly encirc= ling=20 the stick with two fingers, my scan was instrument-like in the carefully tri= mmed=20 airplane. All for naught. 10 flight hours of frustration. =20 Honing in on significant indicators, CDI, digital track data, attitude=20 indicator, DG, airspeed, altitude and VSI and finally experimenting with the= =20 precise indication of certain instruments still resulted in=20 wandering.

Sometime using the vertical bar and slot at the top of the=20 attitude indicator, but more often using the hairline over the DG bug, I was= not=20 able to hold a precise heading for very long. The slightest distractio= n,=20 conversation or a peek out the window and oops, 3 degrees off the=20 heading. Combine this with careful positioning the the horizontal bar=20= on=20 the attitude indicator, the altitude needle and airspeed (VSI is overly damp= ed),=20 and yet there were pitch variations leading to 50-100 foot altitude deviatio= ns=20 with up to 4-5 kts airspeed changes.

I'm not sure I should be in close formation with anyone, but I wou= ld=20 like to know whether it's me or the plane's setup that makes me think I= am=20 standing on one leg atop a beach ball.

Anyone else have these experiences?

Scott Krueger=20 AKA Grayhawk
N92EX IO320 Aurora, IL (KARR)

Some Assembly=20 Required.

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