Return-Path: Sender: (Marvin Kaye) To: lml@lancaironline.net Date: Fri, 06 Aug 2004 11:40:32 -0400 Message-ID: X-Original-Return-Path: Received: from imo-d05.mx.aol.com ([205.188.157.37] verified) by logan.com (CommuniGate Pro SMTP 4.2) with ESMTP id 354684 for lml@lancaironline.net; Fri, 06 Aug 2004 11:36:16 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.157.37; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-d05.mx.aol.com (mail_out_v37_r3.4.) id q.1ce.27ec8cac (4320) for ; Fri, 6 Aug 2004 11:35:36 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <1ce.27ec8cac.2e44ff47@aol.com> X-Original-Date: Fri, 6 Aug 2004 11:35:35 EDT Subject: Re: [LML] Re: Shannon Knoepflein's Legacy Accident X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1091806535" X-Mailer: 9.0 for Windows sub 5000 -------------------------------1091806535 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 8/6/2004 8:52:59 AM Central Standard Time, lorn@dynacomm.ws writes: According to Grayhawk in the last issue of the LML, The LNC2's have a 7:1 glide ratio with the prop in cruise pitch and a 22:1 glide ratio with the prop in coarse pitch. Shannon was said to be at 8,000 ft. This should give between (8,000 * 7 / 6,072 =) 9.2 NM and (8,000 * 22 / 6,072 =) 29.0 NM of range. The Madison airport was 10 miles away. What happened? Was the prop stuck in cruise pitch? Lorn, Et Al, Please note that MY 320 at a particular gross weight and clean configuration had such a DEMONSTRATED glide ratio. Each should determine their own and maybe a Legacy pilot will perform such a test and reply (Rob?). Also, note that the terrain around Madison is 900-1000 feet MSL, thus reducing the range. Considering the terrain height, I would only have 8 to 25 NM range. This is assuming I could actually hold the best glide speed while screwing around with the GPS, fuel pumps, radios, checklists, problem analysis, etc. Such is the risk of single pilot operation. However, Lorn's question is certainly interesting. Finally, consider this: If one knows the descent rate associated with one or two weight configurations and prop settings and one has an autopilot that has altitude management capabilities like the Tru-Trak, the descent rate could be set into the A/P and the other busy work could be accomplished while the plane descended at an approximate optimum rate. I have always believed that a good independent autopilot was a better investment than BRS, cockpit WX, etc. if one conducts single pilot operations. Scott Krueger AKA Grayhawk Sky2high@aol.com II-P N92EX IO320 Aurora, IL (KARR) LML, where ideas collide and you decide! -------------------------------1091806535 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 8/6/2004 8:52:59 AM Central Standard Time,=20 lorn@dynacomm.ws writes:

<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000=20 size=3D2>According to Grayhawk in the last issue of the LML, The LNC2's ha= ve a=20
7:1 glide ratio with the prop in cruise pitch and a 22:1 glide ratio=20
with the prop in coarse pitch.

Shannon was said to be at 8,000=20= ft.=20 This should give between (8,000 * 7
/ 6,072 =3D) 9.2 NM and (8,000 * 2= 2 /=20 6,072 =3D) 29.0 NM of range. The
Madison airport was 10 miles away. Wh= at=20 happened? Was the prop stuck in
cruise pitch?
<= /DIV>

Lorn, Et Al,

Please note that MY 320 at a particular gross weight and clean=20 configuration had such a DEMONSTRATED glide ratio. Each shou= ld=20 determine their own and maybe a Legacy pilot will perform such a test and re= ply=20 (Rob?).

Also, note that the terrain around Madison is 900-1000 feet MSL, thus=20 reducing the range.

Considering the terrain height, I would only have 8 to 25 NM range.&nbs= p;=20 This is assuming I could actually hold the best glide speed while screwing=20 around with the GPS, fuel pumps, radios, checklists, problem analysis,=20 etc. Such is the risk of single pilot operation.

However, Lorn's question is certainly interesting.

Finally, consider this: If one knows the descent rate associated=20= with=20 one or two weight configurations and prop settings and one has an autopilot=20= that=20 has altitude management capabilities like the Tru-Trak, the descent rate cou= ld=20 be set into the A/P and the other busy work could be accomplished while the=20 plane descended at an approximate optimum rate. I have always believed= =20 that a good independent autopilot was a better investment than BRS, cockpit=20= WX,=20 etc. if one conducts single pilot operations.

Scott Krueger=20 AKA Grayhawk
Sky2high@aol.com
II-P N92EX IO320 Aurora, IL=20 (KARR)

LML, where ideas collide and you decide!

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