Kevin

I may well stand corrected?????????????

I've never flown a duster, either loaded or empty.

'Heavy Iron' normally is operated well above the best glide air speed.
If you lose an engine(s), the inertia allows you to trade air speed
for altitude until your airspeed is reduced to best glide speed or
hold altitude until A/S bleeds off. In either cae you have a period of
time until you have to do anything to transition to the emergency
condition.

In GA aircraft you see, as a standard procedure, to imediately push
over to maintain best glide speed as the available excess inertia is
small and if you don't, then you can approach a stall condition with
fatal results.

My SIL had a UL that was so draggy it required using power on final
approach to maintain best glide air speed vs diving toward the end of
the R/W. He ended up donating the aircraft to Arlington and it is
displayed each year as an example of UL construction, etc. Those who
attended Arlington this year may have seen the bird and talked to
Robert?

Through my many years of flying I have see good guys who flew safely
not survive and don't have an answer to that phenomena (

Best to all and fly conservatively and safe.

Big John
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On Tue, 12 Jul 2005 00:21:36 -0400, Kevin O'Brien
kevin@org-header-is-my-domain-name wrote:

On 2005-07-10 21:01:33 -0400, Big John said:

Could this have been a factor in this accident since he had a fair
amount of 'heavy' time???

He had a ton of light GA time including about five years of cropdusting
in the seventies.