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#21
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Altitude Call Out is COOL
With the aerodynamics of a
2 by 4, I come in a wee bit higher than some expect (Cherokee 140 - nuff' said). I finally see "red over white" on short final. Is that because you're doing power-off landings? I fly a Warrior, which I assume has simular aerodynamics, and have no problem holding the glideslope. With power in, you'd be able to control the descent rate, no? That's the way I do it, too (and I think most Cherokee pilots carry a bit of power to land smoothly) -- but a lot of guys like to do power-off landings, just to prepare themselves for the eventuality of a failed engine in the pattern. -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#22
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Altitude Call Out is COOL
Alan Gerber wrote:
Mike Spera wrote: With the aerodynamics of a 2 by 4, I come in a wee bit higher than some expect (Cherokee 140 - nuff' said). I finally see "red over white" on short final. Is that because you're doing power-off landings? I fly a Warrior, which I assume has simular aerodynamics, and have no problem holding the glideslope. With power in, you'd be able to control the descent rate, no? ... Alan No, No, No, my friend. The tapered wing is WAY different than a constant chord wing. Power is at around 17500 rpm and it sinks like a rock. Go for a ride in a 140 and you will be enlightened (or scared to death). Yes, you can control the descent rate right at 500fpm. But, you do so at a MUCH greater angle to the ground than your Warrior. First time I flew a tapered wing I could not believe how flat you had to come in to avoid floating right past the airport. If you tried that with the 140, your CFI would immediately pull the power back and announce "Engine Out" and laugh while you quickly figured out you would NEVER make the runway. Try it out. Mike |
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