X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 20 May 2009 14:58:32 -0400 Message-ID: X-Original-Return-Path: Received: from imr-d01.mx.aol.com ([205.188.157.39] verified) by logan.com (CommuniGate Pro SMTP 5.2.14) with ESMTP id 3648025 for lml@lancaironline.net; Wed, 20 May 2009 09:42:51 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.157.39; envelope-from=VTAILJEFF@aol.com Received: from imo-ma02.mx.aol.com (imo-ma02.mx.aol.com [64.12.78.137]) by imr-d01.mx.aol.com (v107.10) with ESMTP id RELAYIN2-34a1408592c9; Wed, 20 May 2009 09:40:42 -0400 Received: from VTAILJEFF@aol.com by imo-ma02.mx.aol.com (mail_out_v40_r1.5.) id q.bec.3cb007ef (37528) for ; Wed, 20 May 2009 09:40:34 -0400 (EDT) Received: from smtprly-ma01.mx.aol.com (smtprly-ma01.mx.aol.com [64.12.207.140]) by cia-mb01.mx.aol.com (v123.4) with ESMTP id MAILCIAMB011-5c484a14084d175; Wed, 20 May 2009 09:40:33 -0400 Received: from webmail-stg-m06 (webmail-stg-m06.sim.aol.com [64.12.222.105]) by smtprly-ma01.mx.aol.com (v123.4) with ESMTP id MAILSMTPRLYMA016-5c484a14084d175; Wed, 20 May 2009 09:40:29 -0400 References: X-Original-To: lml@lancaironline.net Subject: Re: [LML] Re: Engine Out Practise X-Original-Date: Wed, 20 May 2009 09:40:28 -0400 X-AOL-IP: 64.12.78.137 In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: vtailjeff@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8CBA767AC3FF275_3FD0_7E12_webmail-stg-m06.sysops.aol.com" X-Mailer: AOL Webmail 42951-STANDARD Received: from 75.58.187.84 by webmail-stg-m06.sysops.aol.com (fe80::2446:158c:877:7a1%11) with HTTP (WebMailUI); Wed, 20 May 2009 09:40:28 -0400 X-Original-Message-Id: <8CBA767AC31AA29-3FD0-3D0D@webmail-stg-m06.sysops.aol.com> X-Spam-Flag:NO ----------MB_8CBA767AC3FF275_3FD0_7E12_webmail-stg-m06.sysops.aol.com Content-Transfer-Encoding: 7bit Content-Type: text/plain; charset="us-ascii" Gear up or gear down? Flaps up or flaps down, External a/c or not? Windmilling prop or not?? Lot's of variables here. Most importantly what is the energy state of the aircraft and can?I make my landing spot from my alttiude. Can I look out the window and make that determination in less than 3 seconds? Most powered pilots cannot. All glider pilots can. Why? Have fun this summer. Take a soaring lesson or two. Jeff LOBO1 -----Original Message----- From: Sky2high@aol.com To: lml@lancaironline.net Sent: Mon, 18 May 2009 7:38 pm Subject: [LML] Re: Engine Out Practise Bill, ? Righto.? Best glide = max endurance = minimum power for sustained level?flight.? For a 320/360, best glide is about 105 KIAS - a more accurate?best glide can be found with a calibrated angle of attack indication for the flying weight and configuration. ? It doesn't take much power. ? But, if'n your engine quits, it doesn't much make no never-you-mind. ? There are three?configurations of interest for airplanes with?non-feathering constant speed props controlled by oil pressure. ? 1. Engine seized, prop flat (no pressure to keep some pitch in it).? What is the best glide descent rate.? Probably some medium amount of drag. ? 2. Engine rotating, cruise pitch (forgot to pull the prop to coarse pitch).? What is the?best glide descent rate.? Probably horrible flat plat drag. ? 3. Engine rotating, coarse pitch held by oil pressure. What is the?best glide descent rate.? Least drag possible.? Note that coarse pitch drag reduction is within a few percentage points of a feathered prop.? ? The point being that a slicker-than-snot airplane's performance?is greatly affected by any drag addition.? This is unlike riveted, wing struted and?welded down gear drag queens where the airframe drag is so great that any additional doesn't change performance by much.? Check your prop manual for the pitch range limits (flat to coarse). ? Finally, thanks to Walter at GAMI, ? %HP = 100-((max RPM/100-RPM)*2.5+(Max MP-MP)*3.5) ? See what the RPM and MAP are at your best glide speed for a %HP figure. ? Grayhawk ? ? ? ? In a message dated 5/18/2009 1:48:13 P.M. Central Daylight Time, super_chipmunk@roadrunner.com writes: How many HP are required to keep a Lancair in the air? The wing loading is high so speed needs to be kept up but the airframes are very clean. A little bit of extra power may make a big difference in perceived results. A Good Credit Score is 700 or Above. See Yours in Just 2 Easy Steps! ----------MB_8CBA767AC3FF275_3FD0_7E12_webmail-stg-m06.sysops.aol.com Content-Transfer-Encoding: 7bit Content-Type: text/html; charset="us-ascii" Gear up or gear down? Flaps up or flaps down, External a/c or not? Windmilling prop or not?  Lot's of variables here. Most importantly what is the energy state of the aircraft and can I make my landing spot from my alttiude. Can I look out the window and make that determination in less than 3 seconds? Most powered pilots cannot. All glider pilots can. Why?

Have fun this summer. Take a soaring lesson or two.

Jeff
LOBO1

-----Original Message-----
From: Sky2high@aol.com
To: lml@lancaironline.net
Sent: Mon, 18 May 2009 7:38 pm
Subject: [LML] Re: Engine Out Practise

Bill,
 
Righto.  Best glide = max endurance = minimum power for sustained level flight.  For a 320/360, best glide is about 105 KIAS - a more accurate best glide can be found with a calibrated angle of attack indication for the flying weight and configuration.
 
It doesn't take much power.
 
But, if'n your engine quits, it doesn't much make no never-you-mind.
 
There are three configurations of interest for airplanes with non-feathering constant speed props controlled by oil pressure.
 
1. Engine seized, prop flat (no pressure to keep some pitch in it).  What is the best glide descent rate.  Probably some medium amount of drag.
 
2. Engine rotating, cruise pitch (forgot to pull the prop to coarse pitch).  What is the best glide descent rate.  Probably horrible flat plat drag.
 
3. Engine rotating, coarse pitch held by oil pressure. What is the best glide descent rate.  Least drag possible.  Note that coarse pitch drag reduction is within a few percentage points of a feathered prop. 
 
The point being that a slicker-than-snot airplane's performance is greatly affected by any drag addition.  This is unlike riveted, wing struted and welded down gear drag queens where the airframe drag is so great that any additional doesn't change performance by much.  Check your prop manual for the pitch range limits (flat to coarse).
 
Finally, thanks to Walter at GAMI,
 
%HP = 100-((max RPM/100-RPM)*2.5+(Max MP-MP)*3.5)
 
See what the RPM and MAP are at your best glide speed for a %HP figure.
 
Grayhawk
 
 
 
 
In a message dated 5/18/2009 1:48:13 P.M. Central Daylight Time, super_chipmunk@roadrunner.com writes:
How many HP are required to keep a Lancair in the air? The wing loading is
high so speed needs to be kept up but the airframes are very clean. A little
bit of extra power may make a big difference in perceived results.
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