Jeffrey,

I didn't notice the filed speed...it does seem very high.  Maybe someone

told him to file at a higher speed to "warn" controllers that it's a fast

plane....but 240 TAS is fast too.   I would think he just got into a habit

and never changed.  The first thing I noticed (like you pointed out) was the

groundspeed.  Even after diverting to the north....very high.  I would

expect some slowing at least to put the gear down. The data doesn't show any

slowing which is strange.



John C. Bohn- N28487 4P

email johnb [at] bohn-tech.com

Direct (Cell) +1 503.887.2933



-----Original Message-----

From: jeffrey liegner [liegner [at] ptd.net (mailto:)

]

Sent: Sunday, August 03, 2014 10:29 AM

Subject: N40941 (LIVP) Filed TAS 295 knots. Was this realistic at 15000'

cruise and 1 AM?



When I read about Raif Bronnenmeier's fatal accident, I went to Flightaware

to see the flight path, as was suggested in a posting a couple days ago.



Flightaware has him descending at 1am (in the darkness of morning, possibly

IMC) into his destination airport, with a groundspeed of 269 knots (310 mph)

at 3600 MSL (reporting), the last transponder report before impact.  That is

so very fast, especially at night and 2600 AGL, especially after a long day,

that this seems most unusual for the obvious reasons.



But then I noted that he filed 295 TAS for most of his flights, even when

planning for 12,000' cruise in this piston LIVP.  I usually file 240 TAS to

250 TAS depending on altitude (16K' to FL230, respectively); and 12,000' LOP

would be 230 TAS.  Some of his flights never realized this in groundspeed,

but some did; Flightaware only reports groundspeed measured, but the filed

speed is listed.



 

http://flightaware.com/live/flight/N40941/history/20140726/1800Z/KDUH/KBIV

 

http://flightaware.com/live/flight/N40941/history/20140720/0110Z/KMCD/5G7



Who among us with LIVP files 295 knots TAS? Realistically, I doubt that any

of us (even the turboprop Evolutions) can cruise at 295 knots true, which

reminds me of the TAS calculation error caused by engine exhaust

contamination and thermal effect that inflates the true airspeed presented

by the onboard computers.



Jeff L

LIVP