|
|
I had a good demo of this at SNF a few years ago. L-IV, idle, flat
pitch -> 100kts, 1,600 fpm down.
I developed a great training routine to simulate this. In a
Hershey-bar-wing Arrow, crosswind, 3,000 AGL; on crossing the
runway, gear down, full flaps, flat pitch prop, idle engine and
you've got- drum roll please- 100 kts, 1,600 fpm descent. Now roll
30 degrees, hold it, and roll out on the numbers. It's scary the
first time, but really cool the second. The visual perspective is
very different, and it matches the L-IV.
Of course, at a non-tower airport, you have to be sure that you're
not overrunning other traffic, but this setup is a good simulation
with easy recoverability.
Ted Noel
N540TF
On 7/7/2011 5:59 PM, randy snarr wrote:
| I firmly believe
most Lancair drivers (especially myself included
previously )badly underestimate how quickly these
airplanes loose energy with a dead engine and a
windmilling propeller.
I have done many practice landings by pulling the
power to idle and then working to make the field and
dropping the gear and flaps late and then landing. This
is good practice. It is however deceiving.
It is dramatically different (worse)
with a dead engine and a windmilling propeller. I
believe this fact has taken a terrible toll on our
community. With a dead engine, you will be making a much
more aggressive decent than you ever would in normal
operations to keep your energy up as you need to
overcome the drag of the engine and propeller. Gear and
flaps will make this worse. A casual glide at 100-110
knots is fine at altitude.. When you get anywhere near
the ground, you will want more than that. As we all know
these planes start to sink when they get a little slow.
You can momentarily reduce the sink rate with the stick
but with no power, pulling back to arrest this sink will
cause your energy and airspeed to fall off a cliff
leaving you with no good options if you are are anywhere
near the ground.
I like the LOBO training that illustrates an over
head approach to the landing site with lots of altitiude
over the initial (2500 or more feet depending on your
airplane) over your desired landing site then make a
descending left turn (adjusting turn and decent rate as
necessary) and dropping gear and flaps as appropriate
AFTER you have the energy to make the field. They teach
how tough it is to hit a straight in dead stick
approach.
Better to circle over an acceptable site and
carefully give away your excess altitude and energy and
avoid the fatal mistake of falling below the
speed/energy curve close to the ground...
FWIW..
Randy Snarr
N694RS 235/320
"Flight by machines
heavier than air is unpractical and insignificant, if
not utterly impossible"
-Simon Newcomb, 1902
--- On Tue, 7/5/11, Jeff Edwards <vtailjeff@aol.com>
wrote:
From: Jeff Edwards <vtailjeff@aol.com>
Subject: [LML] Re: n23ph
To: lml@lancaironline.net
Date: Tuesday, July 5, 2011, 10:55 AM
Tried to stretch the glide.
AvSafe
Jeff Edwards
314.308.6719 mobile
636.532.5638 office
Jeff, are you able to get any info on
Peter's accident? Most of us at his home base
think he ran out of gas but it would be really
useful to know if the NTSB found any fuel in the
tanks.
There were obviously many opportunities for
him to avoid that situation but aside from
that I have an additional question.
If you look at the debris field, it appears
that he pancaked in. e.g. stalled at 50-100'.
Have you seen this before in accident
investigations? What would make a pilot do
that?
I think this makes seven thus far
this calendar year. All 320/360 and
Legacy's.
Jeff
Sent from my iPad
Begin forwarded message:
=
|
No virus found in
this message.
Checked by AVG - www.avg.com
Version: 10.0.1388 / Virus Database: 1516/3751 - Release Date:
07/08/11
|
|