From: "Finn Lassen finn.lassen@verizon.net" <flyrotary@lancaironline.net>
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Date: Fri, 9 May 2025 21:18:14 -0400
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Subject: Re: [FlyRotary] Dead Stick Landings?
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
References: <list-3994634@lancaironline.net>
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Back in early 2000's in my RV-3A it was routine for me to  have the 
engine quit when pulling back on the throttle when come in from 
Clearwater Beach at maybe 160 mph and approaching the airport. That was 
with a 2:17:1 drive. Just normally crossed the field to a left or right 
downwind and landing fine. Typically the prop  would stop when below 120 
mph or so.

With a 2.85:1 drive I think the airspeed  is higher. Didn't look at the 
airspeed when forced to land the RV-4 in a hay field. Wasn't alert 
enough to turn the Dynon D100 EFIS back on after power went out, so no 
log. But prop definitely stopped.

With the RV-3B (also a 2.85:1 drive), before I restored the fuel 
plumbing, I was at about 8,000' when started to suck air from right tank 
and engine quit. Don't remember at what airspeed the prop stopped, but 
again I think it would be well over 120 mph.

Finn

On 5/9/2025 8:36 AM, Doug Lomheim rv9flyer13b@gmail.com wrote:
> I’m curious from any still on the list who have experienced a “dead 
> stick” landing situation, if the propellor stopped spinning or 
> not when the engine failed?
>
> I also wonder if an engine has waning compression, if it would be more 
> likely to free wheel in an engine out situation?
>
> thanks.
>
>
> Doug


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    <div class="moz-cite-prefix">Back in early 2000's in my RV-3A it was
      routine for me to  have the engine quit when pulling back on the
      throttle when come in from Clearwater Beach at maybe 160 mph and
      approaching the airport. That was with a 2:17:1 drive. Just
      normally crossed the field to a left or right downwind and landing
      fine. Typically the prop  would stop when below 120 mph or so.</div>
    <div class="moz-cite-prefix"><br>
    </div>
    <div class="moz-cite-prefix">With a 2.85:1 drive I think the
      airspeed  is higher. Didn't look at the airspeed when forced to
      land the RV-4 in a hay field. Wasn't alert enough to turn the
      Dynon D100 EFIS back on after power went out, so no log. But prop
      definitely stopped.</div>
    <div class="moz-cite-prefix"><br>
    </div>
    <div class="moz-cite-prefix">With the RV-3B (also a 2.85:1 drive),
      before I restored the fuel plumbing, I was at about 8,000' when
      started to suck air from right tank and engine quit. Don't
      remember at what airspeed the prop stopped, but again I think it
      would be well over 120 mph.</div>
    <div class="moz-cite-prefix"><br>
    </div>
    <div class="moz-cite-prefix">Finn</div>
    <div class="moz-cite-prefix"><br>
    </div>
    <div class="moz-cite-prefix">On 5/9/2025 8:36 AM, Doug Lomheim
      <a class="moz-txt-link-abbreviated" href="mailto:rv9flyer13b@gmail.com">rv9flyer13b@gmail.com</a> wrote:<br>
    </div>
    <blockquote type="cite" cite="mid:list-3994634@lancaironline.net">
      <meta http-equiv="Content-Type" content="text/html; charset=UTF-8">
      <font size="4" class="">I’m curious from any still on the list who
        have experienced a “dead stick” landing situation, if the
        propellor stopped spinning or not when the engine failed?  </font>
      <div class=""><font size="4" class=""><br class="">
        </font></div>
      <div class=""><font size="4" class="">I also wonder if an engine
          has waning compression, if it would be more likely to free
          wheel in an engine out situation?</font></div>
      <div class=""><font size="4" class=""><br class="">
        </font></div>
      <div class=""><font size="4" class="">thanks.  </font></div>
      <div class=""><font size="4" class=""><br class="">
        </font></div>
      <div class=""><font size="4" class=""><br class="">
        </font></div>
      <div class=""><font size="4" class="">Doug </font></div>
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