REFLECTOR: Gear up approach.

Tue Sep 24 10:44:25 CDT 2013

I can see that with a fixed pitch, when we flew fixed pitch it was very
hard to slow down, but with the CS prop it drops right in.  Maybe it's
still very different than having the gear out with a CS, but we don't
have an issue getting down with the prop in.

--
Brett Ferrell
reflector at velocityxl.com

On Tue, Sep 24, 2013, at 09:43 AM, Tom Cacek wrote:

Regarding gear ups.  Has anyone else tried "intentionally" a approach
to over the fence with the gear up.  Don't know about your velocities,
but I know I am chomping at the bit to get the gear down so I can slow
the thing down in the pattern.  Also, the visual approach attitude is
quite different too.  In my stable I have a SeaRey that because of it's
anfibian attributes has "re-positioning" gear which retracts up to
clear the water line, yet don't tuck away.  That along with the thing
being a drag queen, it has no different flight characteristics
depending on where the gear is.  That is the plane that will probably
get me some day (those that have, and those that will).  The velocity
talks to much and tells you if the gear aren't down.  You just need to
listen.  That being said, I also have a throttle switch, but have never
needed it (YET).

-----Original Message-----
From: Scott Derrick <scott at tnstaafl.net>
To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
Sent: Tue, Sep 24, 2013 9:27 am
Subject: Re: REFLECTOR: Reflector Digest, Vol 102, Issue 82

I agree, checklists are the key to a safe and uneventful flight.

My Runnup list has a check doors item,
My GUMPS check of course has an Undercarriage item
My Over the fence check again has an undercarriage item.

I don't have a door indicator light.

I do have a throttle position/gear position siren that is unusually
loud.  I can't tell you how many times I've listened to a gear up
landing incident recording from the tower with the gear warning clearly
in the background and just as clearly ignored.

When you loose focus on what you should be doing, aviating, its
astounding what you can not see or hear. Thats why checklists work.

Scott

-------- Original Message --------
Subject: Re: REFLECTOR: Reflector Digest, Vol 102, Issue 82
From: Kurt Winker <[1]nmflyer1 at aol.com>
To: Velocity Aircraft Owners and Builders list <[2]reflector at tvbf.org>
Date: 09/23/2013 08:54 PM

> Or.   One could follow the checklists & remain vigilant. I don't necessarily
disagree with the point, but people, in general, are taking less & less
responsibility for their situations.
> Cease abdicating responsibility and do your job as PIC.
>
> Kurt.
> Sent from my iPad
>
> On Sep 23, 2013, at 20:49, Tim Rhodenbaugh <[3]timrhod at aol.com> wrote:
>
>> So in all this discussion where are the warning systems to alert pilots of
open doors or gear still up.  In my XLRG I have a door unlatched warning light
right in my face.  It paid off well one day when from vibration my door
mechanism came apart and the pins slid out of their housings. I immediately got
a warning door open light .  I checked my door and sure enough it was no longer
latched.  I had to hold it closed with the Handle until I landed.  I have two
gear up warnings. One is a audible " landing gear" "landing gear" and is  based
on air speed.  The second warning is a shrill  siren as in so loud you can't
ignore it and it is based on throttle position.  I know even with these it is
possible to have something go wrong but a whole lot less likely . Let's design
into our planes as much safety as we can.   Tim Rhodenbaugh.  N 370TR XLRG
>>
>> Sent from my iPad
>>
>> On Sep 23, 2013, at 7:51 PM, John Dibble <[4]aminetech at bluefrog.com> wrote:
>>
>>> Good advice.  And then there are distractions.  In my 1000 hours flying RG,
I never forgot to lower my gear.....except once.  I was returning to my airport
at night. The runway lights and beacon were out, but the notam wasn't yet
issued, so I had no idea.  Using my standard procedure, I set up on a 10 mile
final using my gps.  The runway lights seemed faint (that's because they were
the taxiway lights) and that caused me to focus on them.  Yeah, I was flying the

plane just fine.  When I was about 30' above the "runway", I noticed the white
markings of the real runway off to my left and realized I was over the taxiway.

I added power, and climbed.  As I made the turn to go around, that's when I
realized my gear was up.  Glad I didn't decide to land on the taxiway!
Fortunately someone was at the airport and I had him position his truck at the
beginning of the runway with lights on, so I could get lined up with the runway
and I landed, no problem.
>>>
>>> John
>>>
>>> On 9/23/2013 6:02 PM, Patrick Sieders wrote:
>>>> Not to judge
>>>>
>>>> What Scott wrote is certainly true, and is hammered on in my company flying

the 'big metal' around. The chain is there to be broken and it will if we will
remember to always fly the aircraft.
>>>>
>>>> No matter what breaks, your first instinct should always be " Aviate,
Navigate, Communicate". This is certainly something that is not practiced a lot,

and you really have to force yourself to take a deep breath sometimes, count to
10 and then work the problem. But never, EVER forget to fly first !
>>>>
>>>> Oh, and forget about all the electronic wizardry.. fly old style, just
remember some the the high profile accidents we have had lately... Asiana, Air
france, Colgan Air..
>>>>
>>>> Something we as a group need to think about and be able to discuss. I hate
to bring this up in a sensitive time, but it needs to be communicated.
>>>>
>>>> Hope they willbe back home soon and recovering quickly.
>>>> Patrick Sieders
>>>
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--
He who has injured thee was either stronger or weaker than thee. If
weaker, spare him; if stronger, spare thyself.
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References

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4. mailto:aminetech at bluefrog.com
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