X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 27 Jan 2010 05:47:03 -0500 Message-ID: X-Original-Return-Path: Received: from mta21.charter.net ([216.33.127.81] verified) by logan.com (CommuniGate Pro SMTP 5.3.1) with ESMTP id 4096810 for lml@lancaironline.net; Tue, 26 Jan 2010 12:10:41 -0500 Received-SPF: pass receiver=logan.com; client-ip=216.33.127.81; envelope-from=troneill@charter.net Received: from imp11 ([10.20.200.11]) by mta21.charter.net (InterMail vM.7.09.02.04 201-2219-117-106-20090629) with ESMTP id <20100126171007.DTKC21519.mta21.charter.net@imp11> for ; Tue, 26 Jan 2010 12:10:07 -0500 Received: from [192.168.1.101] ([75.132.241.174]) by imp11 with smtp.charter.net id aHA71d0093mUFT705HA7qm; Tue, 26 Jan 2010 12:10:07 -0500 X-Authority-Analysis: v=1.0 c=1 a=84ZvpW_iPN0A:10 a=ndVRne3UAAAA:8 a=8PYX7EWQQVvRDGcc9JUA:9 a=GYJ895cEbIA3qGBQJioA:7 a=MNhnJRUWWhZTuya85np8J1sgukwA:4 a=QCAldj69AQi9ZVM-XJ4A:9 a=5bhQDyRqr0z9MqLYiiEA:7 a=hC8UYnXwcc1KT81sRguoPgcwTZsA:4 From: Terrence O'Neill Mime-Version: 1.0 (Apple Message framework v1077) Content-Type: multipart/alternative; boundary=Apple-Mail-18-603282749 Subject: Re: [LML] Re: Airspeed sensing switch /Auto gear extension / Engine out gear down Issue! X-Original-Date: Tue, 26 Jan 2010 11:10:07 -0600 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: X-Mailer: Apple Mail (2.1077) --Apple-Mail-18-603282749 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii Chris, This problem of calculating the changing speed for different weights, = etc., for keeping reserve energy, is a good example of a problem that = vanishes if you use an AOA. Mine has a mark at the AOA that leaves a Cl = reserve for flare. I don't have any idea (or care) what speed I'm at = during final to flare... just keep the AOA where there's enough AOA lift = left for flare. Amen to no power, full flaps, gear down for flare. I try to get back to = the power-off approaches my ex-WW II-pilot instructors taught me in = Pprterfields ... but it's difficult or frustrating when the guy ahead = doesn't take his interval upwind, or when someone announces he's coming = straight-in after I'm already downwind. Terrence N211AL L235/320=20 On Jan 26, 2010, at 10:10 AM, Chris Zavatson wrote: > "Gear and flaps down too early with a dead engine will have = disasterous consequences every time." > "That is a deadly mistake. Dragging gear and flaps, you need a steep = nose down attitude to keep the airspeed at a safe speed. Unfortunately, = in that regime you can not flair the airplane. When you try to flair = without a little power these airplanes just slow down and hit the = ground." > =20 > "When you try to flair without a little power these airplanes just = slow down and hit the ground. The situation is much worse if you are = heavy. " > =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D > Full flaps, gear down and no power should lead to a greaser every = time. Our Lancairs have a broad range of drag and thus require a good = understanding of energy management. > At issue here is how one defines 'safe speed'.=20 > As the approach angle steepens due to higher drag, so does the = required speed (or energy) to round out and flair. That higher energy = is used to stop the descent and bring the vertical speed to zero. One = can even calculate the speed required as a function of descent angle to = bring the plane to level flight in the flare at the same final speed. = In general, I prefer power off, steep approaches. That way if the = engine hick-ups, it is no big deal. When heavy, it takes a few more = knots for the same maneuver, but you can still grease the landing. It = is all about energy management. One cannot stick to a fixed number on = the airspeed indicator. Doing so could have you coming up short of = energy. The broad range of drag available to us on these planes is = truly an asset. > =20 > Chris Zavatson > N91CZ > 360std > www.N91CZ.com >=20 >=20 --Apple-Mail-18-603282749 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=us-ascii Chris,
This problem of calculating the changing = speed for different weights, etc., for keeping reserve energy,  is = a good example of a problem that vanishes if you use an AOA.  Mine = has a mark at the AOA that leaves a Cl reserve for flare.  I don't = have any idea (or care)  what speed I'm at during final to flare... = just keep the AOA where there's enough AOA lift left for = flare.
Amen to no power, full flaps, gear down for flare. I = try to get back to the power-off approaches my ex-WW II-pilot = instructors taught me in Pprterfields ... but it's difficult or = frustrating when the guy ahead doesn't take his interval upwind, or when = someone announces he's coming straight-in after I'm already = downwind.
Terrence N211AL = L235/320 

On Jan 26, 2010, at 10:10 AM, = Chris Zavatson wrote:

"Gear and flaps down too early with a dead engine = will have disasterous consequences every time."
"That is a deadly mistake. Dragging gear and flaps, = you need a steep nose down attitude to keep the airspeed at a safe = speed. Unfortunately, in that regime you can not flair the airplane. = When you try to flair without a little power these airplanes just slow = down and hit the ground."
"When you try to flair without a = little power these airplanes just slow down and hit the ground. The = situation is much worse if you are heavy. "
Full = flaps, gear down and no power should lead to a greaser every time.  = Our Lancairs have a broad range of drag and thus require a good = understanding of energy management.
At issue here = is how one defines 'safe speed'. 
As the = approach angle steepens due to higher drag, so does the required speed = (or energy) to round out and flair.  That higher energy is used to = stop the descent and bring the vertical speed to = zero.   One can even calculate the speed required as a = function of descent angle to bring the plane to level flight in the = flare at the same final speed.  In general, I prefer power off, = steep approaches.  That way if the engine hick-ups, it is = no big deal.  When heavy, it takes a few more knots for the same = maneuver, but you can still grease the landing.  It is all = about energy management.  One cannot stick to a fixed number on the = airspeed indicator.  Doing so could have you coming up short of = energy.  The broad range of drag available to us on these planes is = truly an asset.
 
Chris Zavatson
360std

=

= --Apple-Mail-18-603282749--