X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 17 Dec 2012 07:25:22 -0500 Message-ID: X-Original-Return-Path: Received: from blu0-omc3-s4.blu0.hotmail.com ([65.55.116.79] verified) by logan.com (CommuniGate Pro SMTP 6.0) with ESMTP id 5953720 for lml@lancaironline.net; Mon, 17 Dec 2012 06:46:53 -0500 Received-SPF: neutral receiver=logan.com; client-ip=65.55.116.79; envelope-from=frederickmoreno@bigpond.com Received: from BLU0-SMTP134 ([65.55.116.72]) by blu0-omc3-s4.blu0.hotmail.com with Microsoft SMTPSVC(6.0.3790.4675); Mon, 17 Dec 2012 03:46:20 -0800 X-EIP: [qFpQc2bX/CtUwpullO5aK9LaSLygAknbn94VaI2/4x8=] X-Originating-Email: [frederickmoreno@bigpond.com] X-Original-Message-ID: X-Original-Return-Path: frederickmoreno@bigpond.com Received: from Razzle ([144.131.185.252]) by BLU0-SMTP134.blu0.hotmail.com over TLS secured channel with Microsoft SMTPSVC(6.0.3790.4675); Mon, 17 Dec 2012 03:46:18 -0800 MIME-Version: 1.0 X-Original-Date: Mon, 17 Dec 2012 19:46:09 +0800 Content-Type: multipart/alternative; charset="iso-8859-1"; boundary="------------Boundary-00=_XCB61RXPJDU1VA400000" X-Mailer: IncrediMail (6395248) From: Frederick Moreno References: X-FID: FLAVOR00-NONE-0000-0000-000000000000 X-Priority: 3 X-Original-To: "Lancair Mail (lml@lancaironline.net)" Subject: Re: [LML] Re: Getting back into the air X-OriginalArrivalTime: 17 Dec 2012 11:46:19.0342 (UTC) FILETIME=[210826E0:01CDDC4C] --------------Boundary-00=_XCB61RXPJDU1VA400000 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Palo Alto was my home drome for 40 years before I left California 11 year= s ago, and at the tail end of that time there was at least one Lancair IV based there, and several flew in and out regularly. They were early buil= d, and probably a lot lighter than later versions which I understand can go = as high 2500 pounds. I make no recommendations, merely observations. Pilo= t decides, as always. =0D =0D Let me reiterate: I think a GOOD angle of attack indicator, carefully calibrated, is mandatory for these airplanes. In my case I transition at about one mile final and fly the AOA the rest of the way in except when i= t gets real bumpy and the AOA is a bit jumpy. Then I use both, averaging t= he=20 AOA and then cross checking the air speed which is much slower and a bett= er averaging machine. But I would not do that on a short runway without a b= ig head wind. =0D =0D Prudence has it own rewards. =0D =0D Fred Moreno=0D =0D =0D =0D =0D -------Original Message-------=0D =0D From: William A. Hogarty=0D Date: 17/12/2012 7:13:56 PM=0D To: lml@lancaironline.net=0D Subject: [LML] Re: Getting back into the air=0D =0D Au Contraire, Mon Ami.. Palo Alto is NOT for the faint of heart in a IV= -P. =0D =0D =0D Been there, done that, You have to be on top of your game or you end up = on the overrun with smoking brakes and a red face (dont ask).=0D =0D =0D Why take a chance when you have so many suitable runways available in the immediate vicinity???? =0D =0D =0D Is there something to prove?=0D =0D =0D Fly safe, Regards, Bill H.=0D =0D =0D =2E =0D =0D =0D =0D =0D =0D On Sat, Dec 15, 2012 at 4:33 PM, Frederick Moreno wrote:=0D =0D Hi John: =0D =0D I originally flew off my Phase 1 off 3000 feet of dirt strip with no problems, AFTER I based at the nearly big airport for the first ten hours= to gain landing skills. =0D =0D Lancair IVs operate out of Palo Alto without difficulty, 2500 feet. =0D =0D I hope you have an angle of attack indicator as it is extremely valuable for setting approach speeds which for my airplane vary from about 95 to 1= 10 knots depending on weight. I routinely fly into a grass strip of 800 met= ers (2750 feet) with two people and half fuel. But you have to nail the numb= ers to prevent float, and once on the runway it just rolls, so lots of brakin= g.=20 =0D =0D Full disclosure: my airplane is not pressurized and has an empty weight = of 1984 pounds. =0D =0D Fred =0D =0D =0D =0D =0D -------Original Message-------=0D =0D From: John Barrett=0D Date: 16/12/2012 2:57:21 AM=0D To: lml@lancaironline.net=0D Subject: [LML] Getting back into the air=0D =0D My Lancair IVP after 55 hours of total flight time is having an engine overhaul (it was a =93new engine=94 to start with from Performance Engine= s =96 I=92ll tell that story later) and I expect to get the engine back from Ba= rrett in Tulsa in January or early February. It will take a while to get the engine back on =96 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 ea= rly summer.=0D =0D I have about 60 hours of personal IVP time =96 50 of them in my airplane.= I am hangared at 0S9, Port Townsend International Airport in Washington Sta= te. =0D =0D The advice I=92m 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 lo= t.=20 The first flight after reinstallation will be a test flight with several different concerns. =0D =0D 1. Although I have much confidence in my decision to have Barrett overhaul the engine, it=92s still a break in flight and carries more risk= than normal for that first takeoff.=0D 2. Because I am still a low time LIV driver and I will have had alm= ost 6 months of rust developing in my IVP skills, that will be a factor=0D 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.=0D =0D 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 bre= ak in over head that airport followed by several landings there prior to returning to home field. There is another runway at Sequim midway betwee= n that is 4,000 ft long - it=92s narrow but could be a satisfactory emerge= ncy strip if necessary.=0D =0D Is there advice other than hiring another test pilot and/or buying time i= n someone else=92s IVP that I should be planning for to lower risks in this upcoming event? Any other concerns I should be thinking about I haven=92= t mentioned?=0D =0D =0D =0D Regards,=0D =0D John Barrett, CEO=0D Leading Edge Composites=0D PO Box 428=0D Port Hadlock, WA 98339=0D =0D www.carbinge.com=0D =0D =0D =0D =0D =0D =0D =0D =20 --------------Boundary-00=_XCB61RXPJDU1VA400000 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Palo Alto was my home drome for 40 years before I left Californ= ia 11 years ago, and at the tail end of that time there was at least one = Lancair IV based there, and several flew in and out regularly.  They= were early build, and probably a lot lighter than later versions wh= ich I understand can go as high 2500 pounds.  I make no recommendati= ons, merely observations.   Pilot decides, as always.
 
Let me reiterate: I think a GOOD angle of attack indicator, carefull= y calibrated, is mandatory for these airplanes.  In my case I transi= tion at about one mile final and fly the AOA the rest of the way in = except when it gets real bumpy and the AOA is a bit jumpy.  Then I u= se both, averaging the  AOA and then cross checking the air speed wh= ich is much slower and a better averaging machine.  But I would not = do that on a short runway without a big head wind.
 
Prudence has it own rewards.
 
Fred Moreno
 
 
 
 
-= ------Original Message-------
 
Date: 17/12/2012 7= :13:56 PM
Subject: [LML] Re:= Getting back into the air
 
Au Contraire, Mon Ami..   Palo Alto is NOT for the = faint of heart in a IV-P.  

Been there, done that,  You have to be on top of your game or y= ou end up on the overrun with smoking brakes and a red face (dont ask).

Why take a chance when you have so many suitable runways available i= n the immediate vicinity????  

Is there something to prove?

Fly safe,  Regards, Bill H.

.  



On Sat, Dec 15, 2012 at 4:33 PM, Frederick Moren= o <frederickmoreno@bigpond.com> wrote:
Hi  John:
 
I originally flew off my Phase 1 off 3000 feet of dirt strip with no= problems, AFTER I based at the nearly big airport for the first ten hour= s to gain landing skills.   
 
 Lancair IVs operate out of Palo Alto without difficulty, 2500 = feet. 
 
I  hope you have an angle of attack indicator as it is extremel= y valuable for setting approach speeds which for my airplane vary from ab= out 95 to 110 knots depending on weight.  I routinely fly into a gra= ss strip of 800 meters (2750 feet) with two people and half fuel.  B= ut you have to nail the numbers to prevent float, and once on the ru= nway it just rolls, so lots of braking. 
 
 Full disclosure: my airplane is not pressurized and has an emp= ty weight of 1984 pounds. 
 
Fred 
 
 
 
 
-------Original Message------= -
 
Date: 16/12/2012 2= :57:21 AM
To: lml@lancaironline.net
Subject: [LML] Get= ting back into the air
 

My Lancair IVP after 55 hours of total flight time i= s having an engine overhaul (it was a =93new engine=94 to start with from= Performance Engines =96 I=92ll tell that story later) and I expect to ge= t the engine back from Barrett in Tulsa in January or early February.&nbs= p; It will take a while to get the engine back on =96 all the other upgra= des and fixes completed, taxi tests etc etc and so I expect to be ready t= o get airborne again in the spring or early summer.

 

I have about 60 hours of personal IVP time =96 50 of= them in my airplane.  I am hangared at 0S9, Port Townsend Internati= onal Airport in Washington State. 

 

The advice I=92m looking for centers around the fact= that our runway is 3,000 feet long, certainly more than adequate for thi= s 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 de= cision to have Barrett overhaul the engine, it=92s still a break in fligh= t 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 c= onducive 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 the= re 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=92s narr= ow 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=92s IVP that I should be planning for= to lower risks in this upcoming event?  Any other concerns I should= be thinking about I haven=92t mentioned?

 

 

 

Regards,

 

John Barrett, CEO

Leading Edge Composites

PO Box 428

Port Hadlock, WA 98339

 

= www.carbinge.com

 

 

 
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