Wondering What Light Sport Can Do For You?

"Jim Macklin" wrote in message
news:yR8yg.84361$ZW3.33772@dukeread04...
I think you completely misread my posts and the intention.

Landing gear down is important on land and gear up on water
is even more important.

So you are agreeing with my point.

[...]
It seems that even a sport pilot with just a few hours could
be taught to raise and lower the gear.

You'd think a full-fledged Private certificate holder could be taught the
same. And yet, landings with the gear in the wrong position continue to
happen.

And that's my point. The Sport Pilot rules are specifically designed to try
to remove some of the more common opportunities for error that the general
pilot population runs into. It seems plausible that the FAA was trying to
address one of those common opportunities by restricting the type of landing
gear an LSA airplane is allowed to have.

I think as much as
safety, the FAA position on LSA is based on retractable
landplanes exceeding the speed limit, something no
floatplane will do.

I doubt that. The airspeed limit can be exceeded even with fixed-gear
designs, and it's simple enough to flight test any design to find whether it
exceeds the LSA speed limit or not. There should be no reason to add
addition design restrictions for that purpose.

Pete

I think that you are agreeing with me on the basic point, I
never said that landings with the gear in the wrong position
are safe. I also not that high time commercial and ATP and
even CFI land gear up on runways, the USAF landed a C130 on
the water runway at Patterson, LA many years ago. It was
night and the crew saw the runway lights and landed. The
runway they selected was water with green edge lights and
white threshold lights. Brings to mind that 3,000 foot wide
runway only 150 feet long.

I'm just not look for an argument.


--
James H. Macklin
ATP,CFI,A&P

--
The people think the Constitution protects their rights;
But government sees it as an obstacle to be overcome.
some support
http://www.usdoj.gov/olc/secondamendment2.htm
See http://www.fija.org/ more about your rights and duties.


"Peter Duniho" wrote in
message ...
| "Jim Macklin" wrote
in message
| news:yR8yg.84361$ZW3.33772@dukeread04...
| I think you completely misread my posts and the
intention.
|
| Landing gear down is important on land and gear up on
water
| is even more important.
|
| So you are agreeing with my point.
|
| [...]
| It seems that even a sport pilot with just a few hours
could
| be taught to raise and lower the gear.
|
| You'd think a full-fledged Private certificate holder
could be taught the
| same. And yet, landings with the gear in the wrong
position continue to
| happen.
|
| And that's my point. The Sport Pilot rules are
specifically designed to try
| to remove some of the more common opportunities for error
that the general
| pilot population runs into. It seems plausible that the
FAA was trying to
| address one of those common opportunities by restricting
the type of landing
| gear an LSA airplane is allowed to have.
|
| I think as much as
| safety, the FAA position on LSA is based on retractable
| landplanes exceeding the speed limit, something no
| floatplane will do.
|
| I doubt that. The airspeed limit can be exceeded even
with fixed-gear
| designs, and it's simple enough to flight test any design
to find whether it
| exceeds the LSA speed limit or not. There should be no
reason to add
| addition design restrictions for that purpose.
|
| Pete
|
|

"Jim Macklin" wrote in message
news:%Pdyg.84400$ZW3.14020@dukeread04...
I think that you are agreeing with me on the basic point

If it makes your ego feel better to word it that way, that's fine with me.
Even though it was I who first brought up the issue of the hazard of
gear-down water landings.

Is this sweeps week?



"Peter Duniho" wrote in
message ...
| "Jim Macklin" wrote
in message
| news:%Pdyg.84400$ZW3.14020@dukeread04...
| I think that you are agreeing with me on the basic point
|
| If it makes your ego feel better to word it that way,
that's fine with me.
| Even though it was I who first brought up the issue of the
hazard of
| gear-down water landings.
|
|

"Jim Macklin" wrote in message
news:lbfyg.84408$ZW3.66092@dukeread04...
Is this sweeps week?

Yes, and the ratings count double.

LOL


"Peter Duniho" wrote in
message ...
| "Jim Macklin" wrote
in message
| news:lbfyg.84408$ZW3.66092@dukeread04...
| Is this sweeps week?
|
| Yes, and the ratings count double.
|
|

Orval Fairbairn wrote:

In article et,
cavelamb wrote:


Morgans wrote:

"Da Monk" wrote



http://groups.yahoo.com/group/Sport_Aircraft/

Is that guy landing that thing "wheels up" on the grass or did he
retract them that early in the takeoff?


Low pass? With a seaplane, he could have landed, and done nothing more than
scratched the paint.

A neighbor at Zuehl (grass runway) landed his 210 gear up a couple years back.

The ONLY dammage (other than the curly prop) was an antenna on the belly.
Heck, the pain wasn't even scratched!

Richard


Oh, I'm SURE that the pain WAS scratched! In fact, I'm sure that the
pain was in a bleeding wallet!

I saw that after I posted it...

No dammage to the PainT...

You are right about the bleeding wallet though.

That prop still hasn't been replaced.
Sad...


Ricahrd

"Jose" wrote in message
. com...
The ONLY dammage (other than the curly prop) was an antenna on the belly.
Heck, the pain wasn't even scratched!

If I landed a 210 on its belly, I can guarantee you my pain will be more
than scratched. But if it has a curly prop, chances are good it will need
an engine teardown.

Jose


Actually chances are not "good" it will need an engine teardown. The FAA
has issued a circular to all IA's stating
that "any prop strike, even one where the engine is not stopped but only
suffers a loss of RPM" is likely to cause unseen internal damage and will
require an inspection teardown to be returned to service. Using a dial
indicator on the prop flange to check for runout is no longer considered
sufficient inspection.

I recently saw a Lycoming where the prop flange was as close to perfect as
they get. No runout at all. However the crank was in two pieces. It had
broken between the two rows of cylinders. The break was diagonal and the
engine still ran and developed power. However, it did stop pretty quickly
when you pulled the mixture out!

Highflyer
Highflight Aviation Services
Pinckneyville Airport ( PJY )

why wouldn't you discuss LSA in rec.aviation.piloting?

--
Have a good day and stay out of the trees!
See ya on Sport Aircraft group
http://groups.yahoo.com/group/Sport_Aircraft/





"Larry Dighera" wrote
We discuss LSA in rec.aviation.piloting.

On Mon, 31 Jul 2006 19:31:57 -0700, "Gilan" wrote in
y2zzg.5652$Mz3.3896@fed1read07::

why wouldn't you discuss LSA in rec.aviation.piloting?

As I recall, it was this sentence of yours (apparently lacking a verb)
that provoked that follow up:

"Discussions on the new (LSA) Light-Sport Aircraft and Sport Pilot
license."

As a multi-decade participant in Usenet, I also understood, that
YahooGroups, although flashier, lacked the ability to attract a
readership anywhere near as large as that of Usenet. This newsgroup
generates about 6,000 messages per month.

While GoogleGroups archives Usenet and provides a public portal, it
too, like YahooGroups, provides an alternate communications forum
separate from Usenet, thus fractionalizing the content over multiple
forums. That makes the information more difficult to search.

To be fair, I congratulate your LSA discussion group for its continued
activity since November 2002. And I wish you oodles of success in
attracting participants.