REFLECTOR: Interesting Reminder

[Patrick Sieders]

Didn't he pull the speedbrake up, and then it came back down a few seconds
later, and this all  during the Go-around ? I believe he was behind the
powercurve, from the start of the GA, and when he didn't produce energy
(unknowingly to him the speedbrake open again?) he had 'no option' but to
land in the remaining runway.. combined with what Mark just mentioned.

Patrick sieders
Nashville TN
XL-FG-5

-----Original Message-----
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of Mark Magee
Sent: Wednesday, October 17, 2012 6:14 AM
To: Velocity Aircraft Owners and Builders list
Cc: Velocity Aircraft Owners and Builders list
Subject: Re: REFLECTOR: Interesting Reminder

Hi Rene, All,
First of all I thought the group had already reviewed this vid a few years
back for analyzation? No?
For review there were, as there always were a number of factors in that Long
EZ pancaking into the runway:
1) Hi Density Altitude
2) Small Engine: as I recall that was an O235 bird
3) Botched landing profile
   a) Too little speed on short final
   b) Too early deployment of Speed Brake (not needed really at his slow
speed at all on short final)
   c) Overall bad runway alignment leading to
4) Botched GO AROUND procedure
After determining he wants to go around with an underpowered bird in high
density altitude he misses critical step 1 and leaves the speed brake down.)
All the factors are heavy contributors but this sealed his doom)
   1) He chooses to NOT GO AROUND and rather attempt to land once again on
the long runway, not applying WOT and keeping the balls to the wall.
   1) So now configured: SLOW, UNDERPOWERED, SPEED BRAKE DEPLOYED, IN HI
DENSITY ALTITUDE, the airplane arrived
   2) BEHIND THE POWER CURVE (Thrust & Thrust Horsepower curve for the
pointy heads) and once there
   3) The pilot applies full power when he realized he is in trouble, but he
is now BEHIND THE POWER CURVE and 
   4) The late application of power BEHIND THE POWER CURVE stabilized the
the canard in a non bobbing condition between stall and flying that allowed
the pilot (FLY AN AIRCRAFT BEHIND THE POWER CURVE) to kept the nose at
sufficient up angle to prevent a more catastrophic nose down impact with the
hard stuff.

So it was Pilot Error upon error that caused that accident. With all that,
he walked away, irrespective of injuries, and that in my book constitutes a
good landing.
If any of the group are unfamiliar with POWER CURVES, now is the time to
familiarize yourself with them as this video is a textbook example of
allowing an aircraft to fall behind the POWER CURVE. In most aircraft, if
allowed to get BEHIND THE POWER CURVE on landing, the results are normally
fatalities. Our Long EZ driver was blessed that his poor piloting skills
occurred in such an amazingly stall resistant aircraft.

Mark B. Magee
N34XL
Sent from IPhone 4S

On Oct 16, 2012, at 10:29 PM, Rene Dugas <renedugas at gmail.com> wrote:

> I can't say I know why he hit the ground.  Engine power came up and when
he pushed it over his speed came up.  He either pulled the speed brake up
then put it down or his speed was sufficient to push it up so he should have
had lift and control so I'm perplexed.  Would love a explanation so I can
learn what not to do.  He made a mistake then pulled up and delayed the
power up but did get it done.  
> Thanks pre-explanation.
> Rene'
> 
> Sent from Rene's iPad. A pleasure.  Go Apple.

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