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#31
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Emergency Landing-Engine DEAD
On Jun 19, 3:23*pm, Dudley Henriques wrote:
Larry Dighera wrote: On Wed, 18 Jun 2008 22:50:25 -0400, Orval Fairbairn wrote in : Also, grass runways cut tire and brake wear *WAY down! I would expect sod strips to be ideal for learning to master landing a tail-wheeled *aircraft. In checking pilots out in a Pitts, I always had them use the grass first and get REALLY proficient with the roll out behavior of the airplane before sending them on to a hard surface. Grass was MADE for a Pitts! :-)) In my limited experience the key to a good FLWOP is planning the 1000' and 2000' points. If you nail them the glide approach is much more straightfoward. my 2c Cheers |
#32
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Emergency Landing-Engine DEAD
On 2008-06-18, Orval Fairbairn wrote:
Most of the Bo (and other higher-performance singles) never practice engine-out emergencies. They also tend to fly approach at far too-high airspeed. In the case of an engine out, a higher approach speed might be necessary. IIRC, I used to be on short final in an S-35 Bonanza at 65 knots IAS with full flaps, but I had some power on. The S-35 manual cautioned the pilot to approach 10 knots faster in the case of engine failure, to have sufficient energy for the flare. The sink rate in a power off approach is also higher, it really does look like the ground is coming up to smite you. If you've never landed one power off before this could be a bit startling and induce the pilot to flare too early. -- From the sunny Isle of Man. Yes, the Reply-To email address is valid. |
#33
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Emergency Landing-Engine DEAD
"Dylan Smith" wrote in message
... On 2008-06-18, Orval Fairbairn wrote: Most of the Bo (and other higher-performance singles) never practice engine-out emergencies. They also tend to fly approach at far too-high airspeed. In the case of an engine out, a higher approach speed might be necessary. IIRC, I used to be on short final in an S-35 Bonanza at 65 knots IAS with full flaps, but I had some power on. The S-35 manual cautioned the pilot to approach 10 knots faster in the case of engine failure, to have sufficient energy for the flare. The sink rate in a power off approach is also higher, it really does look like the ground is coming up to smite you. If you've never landed one power off before this could be a bit startling and induce the pilot to flare too early. -- That makes a lot of sense. The one time that I was along in a Bellanca Viking for a radically reduced power approach, the descent rate and angle were dramatically greater than a normal approach in the same airplane. That was still with the engine just above idle--rather than windmilling. Peter |
#34
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Emergency Landing-Engine DEAD
In article ,
Dylan Smith wrote: On 2008-06-18, Orval Fairbairn wrote: Most of the Bo (and other higher-performance singles) never practice engine-out emergencies. They also tend to fly approach at far too-high airspeed. In the case of an engine out, a higher approach speed might be necessary. IIRC, I used to be on short final in an S-35 Bonanza at 65 knots IAS with full flaps, but I had some power on. The S-35 manual cautioned the pilot to approach 10 knots faster in the case of engine failure, to have sufficient energy for the flare. The sink rate in a power off approach is also higher, it really does look like the ground is coming up to smite you. If you've never landed one power off before this could be a bit startling and induce the pilot to flare too early. That is why you need to PRACTICE! -- Remove _'s from email address to talk to me. |
#35
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Emergency Landing-Engine DEAD
In article ,
"Peter Dohm" wrote: "Dylan Smith" wrote in message ... On 2008-06-18, Orval Fairbairn wrote: Most of the Bo (and other higher-performance singles) never practice engine-out emergencies. They also tend to fly approach at far too-high airspeed. In the case of an engine out, a higher approach speed might be necessary. IIRC, I used to be on short final in an S-35 Bonanza at 65 knots IAS with full flaps, but I had some power on. The S-35 manual cautioned the pilot to approach 10 knots faster in the case of engine failure, to have sufficient energy for the flare. The sink rate in a power off approach is also higher, it really does look like the ground is coming up to smite you. If you've never landed one power off before this could be a bit startling and induce the pilot to flare too early. -- That makes a lot of sense. The one time that I was along in a Bellanca Viking for a radically reduced power approach, the descent rate and angle were dramatically greater than a normal approach in the same airplane. That was still with the engine just above idle--rather than windmilling. Peter I do it all the time in my Johnson Rocket. Approach at 80 mph, descent indicated 2000-3000 fpm. Come overhead at 160, break, pull power back during the break, slow to 100 mph gear/flap speed, drop the gear, hold 80 mph, turn tight base, full flaps on final, start the flare about 30-50 ft, grease it on in a full stall. Yes, the ground DOES come up fast -- especially with a significant headwind, but it all becomes routine with practice. -- Remove _'s from email address to talk to me. |
#36
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Emergency Landing-Engine DEAD
On Wed, 18 Jun 2008 18:29:12 -0500, Jim Logajan
wrote: What makes turf airstrips fun? I believe he means that, as a general rule, it's their locations that make them more fun than paved ones. Grass is MUCH easier to land on than asphalt, especially in a taildragger. The additional friction seems to rule out the possibility of a ground loop, and there's no revealing SQUEAK when you touch down. Blue skies! -- Dan Ford Claire Chennault and His American Volunteers, 1941-1942 new from HarperCollins www.FlyingTigersBook.com |
#37
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Emergency Landing-Engine DEAD
On Fri, 20 Jun 2008 19:49:52 -0400, Cubdriver usenet AT danford DOT
net wrote in : The additional friction seems to rule out the possibility of a ground loop, You believe that rubber tires have more traction in turf than they do on asphalt? |
#38
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Emergency Landing-Engine DEAD
In article ,
Larry Dighera wrote: On Fri, 20 Jun 2008 19:49:52 -0400, Cubdriver usenet AT danford DOT net wrote in : The additional friction seems to rule out the possibility of a ground loop, You believe that rubber tires have more traction in turf than they do on asphalt? The main gear, with less traction has a reduced tendency to create a groundloop, while the tailwheel has extra drag, which stabilizes the landing. -- Remove _'s from email address to talk to me. |
#39
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Emergency Landing-Engine DEAD
"Ol Shy & Bashful" wrote in news:287355da-ddcf-4f79-
: So what do you do? Over the weekend, a Bonanza driver was faced with this issue and had a 2000' grass strip to land on. He and his passengers were injured and the airplane was an apparent writeoff. I've been on that strip many many times but intentionally. Well, I've been on many such strips worldwide. So, what do you do? Whatever needed to be done. Why did they crash? Land short? Long? Bertie |
#40
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Emergency Landing-Engine DEAD
On 2008-06-20, Larry Dighera wrote:
On Fri, 20 Jun 2008 19:49:52 -0400, Cubdriver usenet AT danford DOT net wrote in : The additional friction seems to rule out the possibility of a ground loop, You believe that rubber tires have more traction in turf than they do on asphalt? Grass is draggier BUT you have less traction on it. That's why it's more forgiving in a tailwheel plane - you'll slow faster with less brakes, but if you touch down slightly sideways the wheels will tend to slip. If you've ever ridden a bicycle from a tarmac surface to a grass surface, you'll grok the difference. -- From the sunny Isle of Man. Yes, the Reply-To email address is valid. |
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