Practice Engine-Out Landings

Paul kgyy wrote:
I just did a bunch of these with my recent BFR on the Arrow - like a
brick.

A friend of mine did all his training in Pipers. I took him up once in my Cessna
150 and he was amazed at the distance we could glide.

George Patterson
Why do men's hearts beat faster, knees get weak, throats become dry,
and they think irrationally when a woman wears leather clothing?
Because she smells like a new truck.

Paul kgyy wrote:
I just did a bunch of these with my recent BFR on the Arrow - like a
brick.

At best glide speed, the Arrow-- a clean airplane with the gear up--
has a very good glide ratio.

A friend of mine did all his training in Pipers. I took him up once in my Cessna
150 and he was amazed at the distance we could glide.

George Patterson

I can think of no reason a 150 would glide farther, from a given
altitude, than an Arrow.

Glide ratio is equal to lift divided by drag. Are you trying to say a
150 has a better L/D ratio than an Arrow? What evidence can you
offer?

vince norris

vincent p. norris wrote:

I can think of no reason a 150 would glide farther, from a given
altitude, than an Arrow.

How 'bout a Hershey-bar Cherokee?

George Patterson
Why do men's hearts beat faster, knees get weak, throats become dry,
and they think irrationally when a woman wears leather clothing?
Because she smells like a new truck.

vincent p. norris wrote:

I can think of no reason a 150 would glide farther, from a given
altitude, than an Arrow.

How 'bout a Hershey-bar Cherokee?

George Patterson

Well, the post said the Arrow glud like a rock; that's what I was
responding to. A Cherokee, with the gear hanging down, would
obvioiusly not do so well.

But I recall reading somewhere it gets around 8 to 1.

I would not bet more than a dime on the outcome of a Cherokee vs. 150
glide contest.

vince norris

vincent p. norris wrote:

Paul kgyy wrote:

I just did a bunch of these with my recent BFR on the Arrow - like a
brick.


At best glide speed, the Arrow-- a clean airplane with the gear up--
has a very good glide ratio.

Unless it has a three-blade prop.


Matt

Piper builds the big indians nose heavy and skimps on elevator
authority.... Fat Albert is the same way... Flying solo with full fuel,
a forward limit CG condition in an Apache, either power or speed is
needed to flare it at all... But load the back seats and/or the baggage
compartment enough so the CG is somewhere to the South and he is a
different critter... Then the nose comes up enthusiastically and a
light touch is needed; compared to the usual 'grab yoke with both
hands, hollar yeehaaawww, and pull'... That fat piper wing will lift
like a homesick angel, but you gotta be able to get the nose up...

Try an experiment today... Use the POH to determine how load the CG to
near the rear limit and go fly (solo)... Bring it over the numbers with
the usual smidgen of power until the wheels are ~6 inches up, then cut
the power and simply refuse to let it sink - just keep raising the nose
as your butt tells you it's sinking... You will be amused at how high
the nose is pointed into the sky before the wing finally gives up
flying...

denny

Next time, for a more challenging approach, try the engine out spiral to
land from several thousand feet over the field, attempting to set yourself
up at one of the key positions at the proper altitude for a "near as
possible" normal final approach to landing. Also knowing exactly the proper
amount of nose up trim to dial in to achieve your best glide speed should
help you with your flare to landing. That best L/D speed should leave you
with ample control authority to flair.

Another maneuver that is fun is the commercial maneuver of a 180 degree
power off landing initiated abeam the numbers and landing not short, but
within 200 feet of your landing spot. With practice these can become
extremely fun and accurate. Speed control and position "tweaking" are the
keys.

One trick to use, if needed, when you find yourself just a little short but
still in a safe position, is to pull the prop into high pitch, low rpm.
This will decrease your drag and extend your glide just a tad.

Of course remember to cool your engine before chopping the power to prevent
or minimize shock cooling.

Have fun!!

Jim

Of course remember to cool your engine before chopping the power to
prevent
or minimize shock cooling.

Hey -- let's start a new endless thread!

Can you shock-cool an engine in summer?

:-)
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

Jay Honeck wrote:
Of course remember to cool your engine before chopping the power to
prevent
or minimize shock cooling.


Hey -- let's start a new endless thread!

Can you shock-cool an engine in summer?

If you start with the assumption that shock-cooling is a real phenomenon(?),
just play with some numbers. Say a typical summer temp is 80 degF and winter is
30 degF, and your cylinders are typically at 350 degF. So the delta-T is 270
degF in summer and 320 degF in winter. The summer delta-T is about 85 percent of
the winter delta-T. Not that much different.

Before someone complains, yes, of course, my choice of numbers is arbitrary. You
can pick different numbers and make it come out any way you like. Plug in the
numbers you think are typical.

DGB

Ewwwwwwwwww!
Jim


"Jay Honeck" wrote in message
news:3eUye.138671$xm3.126079@attbi_s21...
Of course remember to cool your engine before chopping the power to
prevent
or minimize shock cooling.

Hey -- let's start a new endless thread!

Can you shock-cool an engine in summer?

:-)
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"