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Jeff,
You are absolutely right. Similar logic should be used for all
airplanes, including Lancair 320/360s.
Here is the practice I use at KARR. I know the distance from runway
27's end to taxiway A3 (about 1400 feet) and to taxiway C (2500 feet). So,
landing on 27's numbers at the average 1600 lb landing weight and a
reasonable approach, I will roll out to taxiway C with little or some
braking. For fun (about every 15-20 landings), I will carefully control
the approach speed and land at the edge of runway 27 (no fear, the overrun
means I won't stumble at the edge if I'm a wee short) and with firm
braking I can get off at A3 - almost always. Then, for me, a runway
of 1800 feet is for use in an emergency, 2000' is the
normal shortest and 3000 feet while allowing for, uh, errors, fickle winds,
inattention, full load, cranial-anal submersion, etc. Ah, that's on dry
pavement. In snow and ICE, I am pleased to have the 6500 feet
of full length available.
Takeoffs adjusted for density altitude and heavier weights
will bias me towards the use of longer runways. Like
using the balanced concept. If I am always off by 1100 feet and
need another 1800 to set it back down and reasonably stop after a
"problem" means I like to use at least 3000' runways,
Ah, I'm spoiled since our shortest runway is 3200 feet.
Possessor of over a 1000 hours in type
and frequent recipient of varied "Bonehead Aviator" awards,
Scott Krueger
Lancair 320
In a message dated 12/16/2012 10:15:50 A.M. Central Standard Time,
vtailjeff@aol.com writes:
John,
Great questions.
First-- how much does your aircraft weigh empty? IVP's are heavier than
IV's, naturally and have higher landing speeds.
Speaking from my experience and LOBO's flight training recommendations,
3000 feet of level paved runway in good dry condition with no
obstacles in the approach/departure path is the absolute minimum
for an experienced LIVP pilot with a proven aircraft.
My LIVP would typically use 2000 feet to get off the ground and 2000 feet
of stopping distance on the ground.
For landing, on a 3000 foot runway with 2000 feet to stop means obviously
you must be very good at putting the aircraft exactly on the aimpoint. The IVP
typically crosses the threshold at 100 KIAS. With no wind at sea level that is
approximately 100 KTAS and 100 KGS. If you are spotting a touchdown 500 feet
down the runway it means you have about 3.2 seconds from threshold to
touchdown. If you are a little fast or a little high and over shoot your
touchdown spot you are chewing up runway at about 150 feet per second. So you
have three seconds from passing that chosen spot to the point that if you put
it on the runway you will not be able to stop before going off the end. Rain,
turbulence, etc. Forget it.
For folks in the Phase I period I urge you to use 5000 feet or more of
runway. You have spent many years and thousands of dollars building it now is
not the time to get cheap. When you are at that 5000 foot runway put a marker
at 3000 feet and see how many times you go past it on landing or taking off. I
had a client years ago that wanted to use a 2500 foot runway. We trained at a
5000 foot runway with a midfield taxiway. He could never get it stopped in
2500 feet. Never. Never, Never.
BTW I had this same conversation six months ago with Fairley Gooch,
a retired Delta captain/ former military pilot. He chose to ignore my
advice and LOBO's advice. May he rest in peace.
Best regards,
Jeff
The
advice I’m looking for centers around the fact that our runway is 3,000 feet
long, certainly more than adequate for this airplane but not by a lot.
The first flight after reinstallation will be a test flight with several
different concerns
-----Original
Message----- From: John Barrett <jbarrett@carbinge.com> To: lml
<lml@lancaironline.net> Sent: Sat, Dec 15, 2012 12:56 pm Subject:
[LML] Getting back into the air
My Lancair IVP after 55 hours of total flight time is
having an engine overhaul (it was a “new engine” to start with from
Performance Engines – I’ll tell that story later) and I expect to get the
engine back from Barrett in Tulsa in January or early February. It will
take a while to get the engine back on – all the other upgrades and fixes
completed, taxi tests etc etc and so I expect to be ready to get airborne
again in the spring or early summer.
I have about 60 hours of personal IVP time – 50 of them
in my airplane. I am hangared at 0S9, Port Townsend International
Airport in Washington State.
The advice I’m looking for centers around the fact that
our runway is 3,000 feet long, certainly more than adequate for this airplane
but not by a lot. The first flight after reinstallation will be a test
flight with several different concerns.
1.
Although I have much confidence in my decision to have Barrett
overhaul the engine, it’s still a break in flight and carries more risk than
normal for that first takeoff.
2.
Because I am still a low time LIV driver and I will have had
almost 6 months of rust developing in my IVP skills, that will be a
factor
3.
Because the airport environment is not conducive to emergency
landing after takeoff (trees and salt water at both ends) engine problems
during this takeoff would be problematic.
Port Angeles is about 6 or 7 minutes away in the IVP and
has a nice long and wide runway, so the plan is to head directly there and
perform engine break in over head that airport followed by several landings
there prior to returning to home field. There is another runway at
Sequim midway between that is 4,000 ft long - it’s narrow but could be a
satisfactory emergency strip if necessary.
Is there advice other than hiring another test pilot
and/or buying time in someone else’s IVP that I should be planning for to
lower risks in this upcoming event? Any other concerns I should be
thinking about I haven’t mentioned?
Regards,
John Barrett, CEO
Leading Edge Composites
PO Box 428
Port Hadlock, WA 98339
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