g on the turn radius is wrong isnt it?

its not doing 325kts round 205meters its doing the gs (215kts)

Interesting presentation. I read a whole bunch of accident reports on the EVO the other day as a matter of interest as to why Lancair could not get insurance coverage and have gone out of business (hint the accident rate)  I had decided to have a play with the LR EVO.  Overall nothing really stood out standard bingles and stupdity but evidently the EVO has limitations and all that power and pressurisation can lead you into a lot of false assumptions about the aeroplane.

The two accidents -  Two things stand out - both are Loss of Control Accidents. That is the only similarity. The Evo Lancair is not equipped for flight into known Icing Conditions so in other words it has no means of shedding or minimising ice accumulation, The pilot of Evo it seems was VFR into known IFR conditions - always a guaranteed accident even assuming he was IFR capable the aeroplane was in conditions for which it was not designed! Fact the time period for a VFR pilot to lose control of an aeroplane in IMC conditions is between 30 secs and 90 secs (Known data on pilot disorientation). All properly trained IFR pilots spend a lot of time learning, practising and annually or 6 monthly, being tested on their ability to recover from unusual attitudes and instrument failures, in other words your scan is you primary work task, if your not scanning properly your going to die at some point! VFR pilots have no idea how difficult it is to be totally focused on your instruments and apply correct recover techniques (Stall or really unusual attitude say inverted and stalled)  on those instruments alone nothing else. VFR pilots into known icing or cloud has been killing pilots for decades and decades.

Now if your an IFR pilot the other thing your considering is yes ICING where is the freezing level what is the cloud what sort of ice is likely? Noted from the videos they were nice pictures of RIME ice not CLEAR ice. Big difference, CLEAR ice accumulates faster in big sheets from the leading edge back and does destroy the lift curve of the wing. It also begins to add serious weight the bigger the airfoil surfaces. The other thing is this an IFR pilot will be aware and need to know before commititng IFR aviation the capacity and design of its anti ice systems - does not have any or they are poor - plan to keep out of known icing - end of story! Either situation if you accumulate serious ICE there is only one solution you need to go down to warm air or warmer air so you can shed that ice! Trying to climb out of it is even more stupid!

I recall now the infamous widowmaker the MU2 - old flying acquaintance killed in one after accumulating ice in WA. The ice in this case was accumulating on the undersurface of the aircraft (around those bulbous wheel fairings). Slow pitch up as the AP compensated and the snap roll into a descent, not even being a test pilot and accident investigator was enough to stop the sad and inevitable result - The pilot was aware of the issue and maybe overconfident he could control it but he gave a running commentary on the behaviour of the aircraft all the ways to the end! 

AS for the PC12 accident too early to say, instrument failure coupled with autopilot driving the aeroplane into a dive hardly likely so inattention on the part of the crew or sudden incapacitation? Either way the aircraft started to roll right with no ptich control evident and from there the yaw-roll couple kicks in and before you know it your in a high speed sprial dive, At that point takes great presence of mind and a lot of air below you to pull the power off straight away and GENTLY roll wings level and pull out of the dive. Seem to me the pilot may have inadvertently or deliberately disconnected the autopilot! Th 14G thing suggests a sudden realisation and pull back hard - that will do it! Happened in OZ to a King Air when the wings failed they bow up and touch at the tips then break - basically your stuffed either way. 

How fast can ICE form? real fast I have flown aircraft on descent into some cold places gone through a rain shower and had instant clear ice all over the front of the windscreen and the nose. Flown in rime icing conditions for hour with the right aeroplane with no appreciable problems. 

Anyways is the EVO a safe aeroplane yes but it is a hot rod and needs to be flown accordingly a C172 it is not!

Edited March 9, 20233 yr by coastaldriver

Perhaps I should say - yes I was impressed by the inherent modelling that lies behind XPlane and the video demonstrated well what we know and appreciate about XPlane (among many of its features) the way it accurately and hence realisticaly reproduces in the sim the aerodynamic behaviour of aircraft and hence the feel and realism of the sim. A point well made! I have had a couple of doses of icing behaviour in the sim and yes it was realistic! 

Would I go flying with Mr Austen in his HotRod - um probably not!