Practice Engine-Out Landings

Hasn't happened yet (Mr Piper built some pretty stout landing gear) --
but it's always something to consider.

That's an interesting comment.
I have seen pictures of Piper landing gear struts protruding through the
tops of the wing after botched landings.

Damn, you'd have to drop it in from 40 feet in the air to do that!

I was a passenger in a Cherokee 180 that was dropped in from 30 feet,
with no apparent damage. Scared the crap outta me, though!
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

Orval Fairbairn wrote:
In article pwIze.137926$x96.55823@attbi_s72,
"Jay Honeck" wrote:


This technique may result in increased tire wear from higher landing
speeds and increased rolling distances.
Depending on runway length and conditions, you may also have increased
brake wear.
Strut wear shouldn't matter because, performed properly, the touchdown
speed/rate of descent shouldn't be excessive at minimum airspeed.

Something worth considering.

However, all it takes is one really bad full stall landing on the nose wheel
to make that excessive tire wear seem pretty inconsequential.

;-)

Hasn't happened yet (Mr Piper built some pretty stout landing gear) -- but
it's always something to consider.



If you are making full stall landings, the nosewheel *ain't* going to
touch first!


He said a really bad landing, which implies stalling a fair bit higher
than what you intended. :-) If you do that, then you can definitely
give the nosewheel a really bad day.


Matt

I've yet to fly an airplane that won't flare just fine without power.......

I think it's safe to say there is no airplane that will not flare
without power, if flown properly. Even the space shuttle does it!

vince norris

I think it's safe to say there is no airplane that will not flare
without power, if flown properly. Even the space shuttle does it!

That's true, IF you keep your airspeed up. Something I clearly didn't do!

Which, of course, was why I decided to practice the maneuver in the first
place -- I knew I was getting rusty at emergency procedures...

That's the trouble with owning the plane. Lessons learned can be expensive!
Luckily, it appears that I am able to re-use the plane...

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

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.

Better go get your firewall checked.

Jay Honeck wrote:

I think it's safe to say there is no airplane that will not flare
without power, if flown properly. Even the space shuttle does it!


That's true, IF you keep your airspeed up. Something I clearly didn't do!

Which, of course, was why I decided to practice the maneuver in the first
place -- I knew I was getting rusty at emergency procedures...

That's the trouble with owning the plane. Lessons learned can be expensive!
Luckily, it appears that I am able to re-use the plane...

;-)

Just means you have to practice more often, which means flying more
often ... bummer, eh? :-)


Matt

Better go get your firewall checked.

It wasn't *that* bad!

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

Jay
Some 15 years ago, I was flying back to the base in a helicopter, and
asked my self, "Self, when was the last time you did a practice
autorotation?" and when my slow moving brain was trying to figure it
out, I rolled off the throttle and did one. well, it was so ugly that I
decided I'd better get some practice before I ruined my reputation. Did
5-6 of them until I was satisfied that I met minimums (my minimums).
damned if I wasn't faced with an actual within the next day or two!! I
have often wondered if that wasn't some kind of prescient thought?
In ag flying the thought of an engine failure is never far from the
front of my thought process and I don't have any room for discussion or
cogitation. When it happens I damned sure better have my plan all
thought out and follow it because it will all be over in less than :10
seconds. I am frequently making my turns over tall trees and no place
to go that is friendly except back into the field I am spraying. My
plan is to make it back into that field! So far I've done OK with at
least 5 engine failures while in the middle of a spray turn.
For the average pilot who doesn't fly that often, or do the hairy stuff
that ag pilots do, regular practice of emergency procedures is an
excellent idea and one to be practiced from time to time. As I have
said many times, I will risk MY life but not the lives of others. That
requires me to pay attention and do some hard corps practice from time
to time even though I fly as much as ten hours a day.
Cheers
Rocky

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