ragedracer1977

Foreflight records the data that you can output to an app called cloudahoy. It converts the data into a 3d track. Pretty neat app.

I tried this yesterday, to see if it's a tool I want in my toolbox. Flying out of P52 Cottonwood AZ (3560 MSL, DA was close to 6000, 4200' runway). Full fuel, around 380lbs in the front seats (pass and me). I used the full length of the runway, short field take-off. According to my GPS log, I was off the ground in 994'. I cleaned up and accelerated to 100 mph IAS and pulled. By the end of the runway I was 214' AGL. In comparison to the day before, less than half tanks (about 20 gallons, so about 170lbs lighter), same folks in the front seats - standard takeoff, similar weather. 1216' takeoff roll. 131' AGL by the end of the runway. I'd definitely add this tool to my box. It's not very comfortable for the passengers, there is a little G load followed by less than 1G at the top, (he didn't mind though, I told him what we were doing so he was prepared - and he has lots of hours in the right seat with me), but it does work pretty well. I was 50' AGL within ~2600'. I could have got there sooner, but I was really letting the speed build. And this with a pretty significant DA.

Thanks Cooperdog for telling us how it happened. Sharing this stuff can literally save the life of another pilot and his family.

Looking at the aerial view, I can't even figure out how he managed to pull it off. It's a 90 degree turn just off the end of the runway. https://www.google.com/maps/place/400+Eubank+Landing+Rd,+Topping,+VA+23169/@37.6099148,-76.4501188,1239m/data=!3m1!1e3!4m5!3m4!1s0x89ba0a0441fcfce9:0x74483f9e1449ef47!8m2!3d37.6096439!4d-76.4486899

You're not alone

The journalism sucks. They are talking about 2 separate crashes.

Flight originated in Pensacola.

I like that idea

Think you got the tail number wrong. It's N7884V. Looks like the guy just bought it last month. If I've got the right guy, he's a naval aviator and a graduate of Top Gun.

Seems kind of worrisome that they never tested whether or not it was safe to fly the plane with an hour of fuel remaining.

I've run mine dry on purpose twice. Non event. Of course, that's only because the engine restarted.

There's been many times I haven't switched. I fly from DVT-FFZ now and then. It's a 12 minute flight. However, I do run through the checklist and when I get to "Switch to fullest" I touch the selector and check the fuel gauge. I'm trying to ingrain at least the concept of always looking/checking whether I switch or not.

https://en.wikipedia.org/wiki/Robert_Mueller

Do you do this everytime? It's on the checklist, but sometimes I wonder. If I take off with full tanks and fly for an hour, when I come in to land, does it really make sense to switch tanks right as I'm getting low? I know I have 2.5 hours of fuel in each wing. I have 1.5 hours left, roughly in the tank selected. It's been running great for an hour. I don't really *know* what's going on in the other tank. Is it always wise to switch tanks on landing or is it prudent to stick to the one you're on when you have plenty of fuel in it?

Took a little trip over the Grand Canyon and Bryce Canyon today! Came back over Lake Powell. Beautiful flight. Density Altitude was quite high at KBCE. 9600'. Took 2900' of runway to get off the ground. Full fuel and 2 adults. Compare that to my departure from KAVQ earlier in the day that took 1100' to get off the ground. I was prepared to abort the T/O at the midway point of the runway, but was actually off the ground about 1000' before midfield. Once off, it was no problem climbing out around 90mph at 600FPM. If you have any questions about the Grand Canyon SFRA, ask away. It was very simple.

Not sure. Log entries, in my limited experience, seem to be as brief as possible. That one says they took the engine apart, replaced parts, checked others, all in accordance with the AD, reassembled, and checked for leaks. Looks fine to me

You just read it, IMO. AD 2004-10-14 is the "sudden stoppage" inspection

Looks like I'll be getting her back Saturday. They weren't able to replace the spring in the landing gear at this time. I thought they had it done, but it looks like the spring is not currently available for a month or 2. IA told me that he doesn't foresee it breaking any time soon and if it did, I most likely wouldn't even notice. He doesn't want to hold the plane 'hostage' waiting for a part that's not dangerous as is. When it comes in eventually, I'll take it back to them and they'll swap it out. Can't wait to have her back!

I hope so! I budgeted 10% of the purchase price for the annual. I went a little over, but not much. Shock disks were by far the most expensive portion and I knew that going in. Shouldn't have to touch those again for a long time

Cost me a little more than I wanted, but not much more than I expected. Repaired/replaced items: Nose wheel was internally corroded pretty severely. Shop was actually very surprised. It looked perfect on the outside, but when they tried to separate the wheel halves, the bolts had to be driven out with a hammer. Said it was really ugly in there. Replaced with a used nose wheel. Aileron control rod in the belly was slightly bent and rubbing on the structure. Control rod replaced. N201MKturbo commented that the controls felt a little heavy when he flew it. Wonder if this is why. Replaced main landing gear shock disks. They were last replaced in 1988. Well past due. Left landing gear bungee spring was nearly worn through. Replaced. Replaced a couple probes on the UBG-16 Shimmed lower engine mounts - spinner was very close to contacting cowling. Left brake master cylinder leaking. Resealed. Landing gear warning horn INOP. Replaced horn. The only 'surprise' items were the control rod and nose wheel. The pre-buy noted everything else. Overall, the shop noted that the plane is in very good condition with no other items of concern noted. Ready to get her back!

No, it was him. He'll chime in here if he wants to, I imagine he's dealing with other stuff right now.

Got back word, he's in good shape

Sounds like everyone is OK. Made a couple calls to see if I could find out if he's OK. Waiting to hear back

Since my C is down for annual as we speak, I don't know what ELT I have. I replaced the battery a few months ago, but I can't remember the name on it. Is there a way for me to find out? So I can get this sorted right now?

Then we should probably not allow anyone to fly a Lancair IV-P, if doing so increased everyone's premiums.