X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 03 Aug 2007 21:22:29 -0400 Message-ID: X-Original-Return-Path: Received: from imo-d22.mx.aol.com ([205.188.144.208] verified) by logan.com (CommuniGate Pro SMTP 5.1.11) with ESMTP id 2241018 for lml@lancaironline.net; Fri, 03 Aug 2007 19:29:57 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.144.208; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-d22.mx.aol.com (mail_out_v38_r9.2.) id q.c6c.12e25897 (33856) for ; Fri, 3 Aug 2007 19:29:15 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Fri, 3 Aug 2007 19:29:15 EDT Subject: Re: [LML] Re: What causes stall/spin -- Why do so many engines quit? X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1186183755" X-Mailer: 9.0 Security Edition for Windows sub 5365 X-Spam-Flag: NO -------------------------------1186183755 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 8/3/2007 5:56:45 P.M. Central Daylight Time, j.hafen@comcast.net writes: I agree that if an engine quits, either a recip or turbine, you need to be all over both the AOA AND airspeed to get the craft safely (hopefully) to the ground, and survive. A guy needs to resist his normal tendencies of "level flight" since he is now without power and is flying a glider, that doesn't "glide" like a glider. So the first thing he should do is push the nose down (against his instincts) to maintain airspeed -- which is hugely counterintuitive to those of us with powered flight time versus glider time. But that is what you have to do if you lose power. You can either approach the ground under control and with speed, or without speed and out of control. No argument there. If engines didn't quit, you wouldn't have to worry about "technique" (the academic argument of maintaining proper airspeed versus proper AOA) in an emergency power off descent. So my question is, why do so many engines quit? John, You forgot the second immediate thing you must do if you have a CS prop - pull it to coarse pitch - the difference in sink rate at best glide is incredible. If you have your wits about you, during a test flight, go ahead and reduce power to zero thrust (close to idle) and establish best glide speed while the prop is in cruise pitch. Check the VSI. Then, pull the prop back to coarse pitch (feather if you can) and maintain best glide. Check the VSI again. Report back here as to the Lancair type and the difference in descent rates -- go ahead if you dare. Forget the reasons an engine quits and know what to do if it does. I can't relate what to do if it seizes as that is hard to simulate. Scott Krueger AKA Grayhawk LNC2 N92EX IO 320 SB 89/96 One thing for sure is that you are going down. How that proceeds is important. ************************************** Get a sneak peek of the all-new AOL at http://discover.aol.com/memed/aolcom30tour -------------------------------1186183755 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 8/3/2007 5:56:45 P.M. Central Daylight Time,=20 j.hafen@comcast.net writes:

<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>I agree=20 that if an engine quits, either a recip or turbine, you need to be
all=20= over=20 both the AOA AND airspeed to get the craft safely (hopefully) to
the=20 ground, and survive. A guy needs to resist his normal tendencies=20 of
"level flight" since he is now without power and is flying a glider,= =20 that
doesn't "glide" like a glider. So the first thing he should do is=20= push=20 the
nose down (against his instincts) to maintain airspeed -- which is=20 hugely
counterintuitive to those of us with powered flight time versus=20 glider time.
But that is what you have to do if you lose power. Y= ou=20 can either approach
the ground under control and with speed, or without= =20 speed and out of
control. No argument there.

If engines di= dn't=20 quit, you wouldn't have to worry about "technique" (the
academic argume= nt=20 of maintaining proper airspeed versus proper AOA) in an
emergency power= off=20 descent.

So my question is, why do so many engines=20 quit?

John,

You forgot the second immediate thing you must do if you have a CS prop= -=20 pull it to coarse pitch - the difference in sink rate at best glide is=20 incredible.

If you have your wits about you, during a test flight, go ahead and red= uce=20 power to zero thrust (close to idle) and establish best glide spee= d=20 while the prop is in cruise pitch. Check the VSI. Then, pull the= =20 prop back to coarse pitch (feather if you can) and maintain best glide. = ;=20 Check the VSI again. Report back here as to the Lancair type and the=20 difference in descent rates -- go ahead if you dare.

Forget the reasons an engine quits and know what to do if it does.

I can't relate what to do if it seizes as that is hard to simulate.=20

Scott Krueger=20 AKA Grayhawk
LNC2 N92EX IO 320 SB 89/96

One thing for= =20 sure is that you are going down. How that proceeds is=20 important.

Get a sneak pee= k of the all-new AOL.com.

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