X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 02 Jun 2008 15:49:44 -0400 Message-ID: X-Original-Return-Path: Received: from bay0-omc2-s8.bay0.hotmail.com ([65.54.246.144] verified) by logan.com (CommuniGate Pro SMTP 5.2.3) with ESMTP id 2949671 for lml@lancaironline.net; Mon, 02 Jun 2008 12:47:00 -0400 Received-SPF: pass receiver=logan.com; client-ip=65.54.246.144; envelope-from=candp_scheel@msn.com Received: from hotmail.com ([10.4.30.16]) by bay0-omc2-s8.bay0.hotmail.com with Microsoft SMTPSVC(6.0.3790.3959); Mon, 2 Jun 2008 09:46:21 -0700 Received: from mail pickup service by hotmail.com with Microsoft SMTPSVC; Mon, 2 Jun 2008 09:46:21 -0700 X-Original-Message-ID: Received: from 75.164.209.15 by BLU136-DAV6.phx.gbl with DAV; Mon, 02 Jun 2008 16:46:16 +0000 X-Originating-IP: [75.164.209.15] X-Originating-Email: [candp_scheel@msn.com] X-Sender: candp_scheel@msn.com From: "Clifford Scheel" X-Original-To: Subject: Re Legacy crash X-Original-Date: Mon, 2 Jun 2008 09:46:13 -0700 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_00A9_01C8C495.7EC59BB0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: MSN 9 X-MimeOLE: Produced By MSN MimeOLE V9.50.0039.1900 Seal-Send-Time: Mon, 2 Jun 2008 09:46:13 -0700 X-OriginalArrivalTime: 02 Jun 2008 16:46:21.0201 (UTC) FILETIME=[2FAA9810:01C8C4D0] X-Original-Return-Path: candp_scheel@msn.com This is a multi-part message in MIME format. ------=_NextPart_000_00A9_01C8C495.7EC59BB0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I've been following the Mailing List for about six months now, since I = started my ES-P. After reading all the accounts of crashes, I've come = to a couple of conclusions. I'll be interested to see what you all have = to say.=20 First, you can not jump out of a 172 and into a Legacy or IV-P without = some good training. If you make a mistake in a 172 it will usually take = care of you. Not true in a high performance plane. The training = required is not so much on how to fly the plane (most of us can jump = into most planes and fly them) but on how to adopt the proper "attitude" = when flying a high performance plane. It is far more important to fly = high performance planes "By the numbers" or with more of a professional = attitude as if each flight were a charter flight. Second, and this one is a hard one to practice without getting a whole = bunch of adrenalin going, when the whole world goes to hell on us, we = must remember first and foremost, to "Fly the airplane". So many = accounts of crashes start out with "the engine quit" followed by "the = plane went in nose first killing all aboard". It would appear that in = these cases, the pilot was engrossed in trying to get the engine started = again instead of flying the plane. I think many of these type of = accidents would be survivable if the pilot concentrated on landing in a = controlled manner as slow as possible, where ever he chooses. There has = been a lot of discussion about trying to make a 180 and land back at the = airport if the engine quits. That's just inviting a stall/spin crash = that will kill you for sure, especially in a high performance plane. = Its far better to sacrifice the plane and save its occupants. What say folks. Am I way off base or not? Cliff ------=_NextPart_000_00A9_01C8C495.7EC59BB0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

I've been following the Mailing List for about six months now, = since I=20 started my ES-P. After reading all the accounts of crashes, I've = come to a=20 couple of conclusions. I'll be interested to see what you all have = to=20 say.

First, you can not jump out of a 172 and into a Legacy or IV-P = without some=20 good training. If you make a mistake in a 172 it will usually take = care of=20 you. Not true in a high performance plane. The training = required is=20 not so much on how to fly the plane (most of us can jump into most = planes and=20 fly them) but on how to adopt the proper "attitude" when flying a high=20 performance plane. It is far more important to fly high = performance planes=20 "By the numbers" or with more of a professional attitude as if each = flight were=20 a charter flight.

Second, and this one is a hard one to practice without getting a = whole=20 bunch of adrenalin going, when the whole world goes to hell on us, we = must=20 remember first and foremost, to "Fly the airplane". So many = accounts of=20 crashes start out with "the engine quit" followed by "the plane went in = nose=20 first killing all aboard". It would appear that in these cases, = the pilot=20 was engrossed in trying to get the engine started again instead of = flying the=20 plane. I think many of these type of accidents would be survivable = if the=20 pilot concentrated on landing in a controlled manner as slow as = possible, where=20 ever he chooses. There has been a lot of discussion about trying = to make a=20 180 and land back at the airport if the engine quits. That=92s = just inviting=20 a stall/spin crash that will kill you for sure, especially in a high = performance=20 plane. Its far better to sacrifice the plane and save its = occupants.

What say folks. Am I way off base or not?

Cliff

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