What if...

"john smith" wrote in message
...
In article ,
"Matt Barrow" wrote:

Second - get the plane on the ground PRONTO, but where I want it, not
where
a draggy, gear down configuration might put me in a worse spot than I
already am.

One of the things the POH does say, is that the fast way to get down is
to extend the gear and full flaps.

Does it specify with the engine running? If you've got an engine fire, that
option _maybe_ out.

When you are taking advantage of the turbocharger to go higher, getting
down from over 10,000 to lower altitudes while you're on fire becomes
urgent.

Agreed.

With the gear down, however, you've narrowed your options. Over the midwest,
it's not likely a problem. Over rougher terrain it's a different story.

Maybe I'm just used to flying over rough terrain, so I'm averse to dropping
the gear until I'm "good n' ready".

I've never measured, but I wonder how much a side slip would help dump
altitude.

"Matt Barrow" wrote

With the gear down, however, you've narrowed your options. Over the
midwest,
it's not likely a problem. Over rougher terrain it's a different story.

Maybe I'm just used to flying over rough terrain, so I'm averse to
dropping the gear until I'm "good n' ready".

How about the option to put the gear back up, after the majority of the
altitude has been lost, and a landing site has been chosen that dictates the
gear up decision?
--
Jim in NC

On Apr 26, 2:37 pm, "Morgans" wrote:
"Matt Barrow" wrote

With the gear down, however, you've narrowed your options. Over the
midwest,


How about the option to put the gear back up, after the majority of the
altitude has been lost, and a landing site has been chosen that dictates the
gear up decision?
--
Jim in NC

Jim, this is exactly how the airline guys are taught. The emergency
decent is done with the gear down in most situations. I would imagine
that the POH in most GA planes states something similar.