10,500 feet is way the heck up there!

On Tue, 14 Oct 2003 22:35:15 GMT, Jay Honeck wrote:
You routinely descent at 3500 feet per minute, Ben?

My ears never bother me in normal flight, but dropping *that* fast might
cause someone some pretty severe discomfort.

Funnily enough, it's never bothered me when slower descents have.

When towing gliders for a busy glider club, I used to find some sink and
spiral down in the sink. I could get the VSI (+-6000 feet/min model) to
peg down if I did that. Never bothered me in the slightest. Nor did spins
which have a similar descent rate in the planes I've done them in.

However, slow descents make my ears pop!

--
Dylan Smith, Castletown, Isle of Man
Flying: http://www.dylansmith.net
Frontier Elite Universe: http://www.alioth.net
"Maintain thine airspeed, lest the ground come up and smite thee"

One thing I noticed when I started flying was that my ears stopped popping
after about 20 hours.

Benefits of a big head, I guess. ;-)

No, benefit of clear eustachian tubes.

If you go up to 10 K next time you have a head cold, you'll discover
you are NOT "acclimated." DON'T DO IT. It's excruciatingly painful.

Even during WW II, air crews were grounded for the "common cold."

vince norris

vincent p. norris ) wrote:

snip
If you go up to 10 K next time you have a head cold, you'll discover
you are NOT "acclimated." DON'T DO IT. It's excruciatingly painful.

Isn't that why the miracle drug, Pseudoephedrine (aka Sudafed), was
invented?


--
Peter












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In article 9I_ib.130302$%h1.131919@sccrnsc02,
"Jay Honeck" wrote:

I come down a little faster than you though, normally around
3000-3500fpm. G

Crikey!

Don't your ears bother you?

Eh, valsalva on way down. Skydivers in freefall are doing 10000 to
12000 fpm.

--
Dale L. Falk

There is nothing - absolutely nothing - half so much worth doing
as simply messing around with airplanes.

http://home.gci.net/~sncdfalk/flying.html

Dale wrote:

I come down a little faster than you though, normally around
3000-3500fpm. G

If I try more than about 1,000 fpm, the CHTs get out of the green on the low
side pretty quick.

George Patterson
A woman's perfect breakfast occurs when she's sitting at the table sipping
gourmet coffee while looking at pictures of her son on the cover of Sports
Illustrated, her daughter on the cover of Business Week, her boyfriend on
the cover of Playgirl, and her husband on the back of the milk carton.

In article ,
"G.R. Patterson III" wrote:

Dale wrote:

I come down a little faster than you though, normally around
3000-3500fpm. G

If I try more than about 1,000 fpm, the CHTs get out of the green on the low
side pretty quick.

George Patterson
A woman's perfect breakfast occurs when she's sitting at the table
sipping
gourmet coffee while looking at pictures of her son on the cover of
Sports
Illustrated, her daughter on the cover of Business Week, her boyfriend
on
the cover of Playgirl, and her husband on the back of the milk carton.



I always keep at least cruise power on when descending, until I descend
low enough to maintain 2300/23", gradually enriching the mixture as I
descand. I like to start descent 20-40 miles out, letting the speed
increase, to make up for speed lost in climb. With normal cruise about
150 mph IAS at 10000, I can build up to about 170-180 MPH on descent (no
worry, because redline is 230 MPH). That way, there is no spiralling
down at destination or cylinder cooling.

Orval
what are you flying - a comanche ?


Orval Fairbairn wrote:

In article ,
"G.R. Patterson III" wrote:

Dale wrote:

I come down a little faster than you though, normally around
3000-3500fpm. G

If I try more than about 1,000 fpm, the CHTs get out of the green on the low
side pretty quick.

George Patterson
A woman's perfect breakfast occurs when she's sitting at the table
sipping
gourmet coffee while looking at pictures of her son on the cover of
Sports
Illustrated, her daughter on the cover of Business Week, her boyfriend
on
the cover of Playgirl, and her husband on the back of the milk carton.

I always keep at least cruise power on when descending, until I descend
low enough to maintain 2300/23", gradually enriching the mixture as I
descand. I like to start descent 20-40 miles out, letting the speed
increase, to make up for speed lost in climb. With normal cruise about
150 mph IAS at 10000, I can build up to about 170-180 MPH on descent (no
worry, because redline is 230 MPH). That way, there is no spiralling
down at destination or cylinder cooling.

In article , Jeff
wrote:

Orval
what are you flying - a comanche ?


Nope -- a Johnson Rocket.




Orval Fairbairn wrote:

In article ,
"G.R. Patterson III" wrote:

Dale wrote:

I come down a little faster than you though, normally around
3000-3500fpm. G

If I try more than about 1,000 fpm, the CHTs get out of the green on the
low
side pretty quick.

George Patterson
A woman's perfect breakfast occurs when she's sitting at the table
sipping
gourmet coffee while looking at pictures of her son on the cover of
Sports
Illustrated, her daughter on the cover of Business Week, her
boyfriend
on
the cover of Playgirl, and her husband on the back of the milk
carton.

I always keep at least cruise power on when descending, until I descend
low enough to maintain 2300/23", gradually enriching the mixture as I
descand. I like to start descent 20-40 miles out, letting the speed
increase, to make up for speed lost in climb. With normal cruise about
150 mph IAS at 10000, I can build up to about 170-180 MPH on descent (no
worry, because redline is 230 MPH). That way, there is no spiralling
down at destination or cylinder cooling.

In article ,
"G.R. Patterson III" wrote:


If I try more than about 1,000 fpm, the CHTs get out of the green on the low
side pretty quick.

MP just above bottom of the green, RPM bottom of the green or a little
lower, lean to peak.

--
Dale L. Falk

There is nothing - absolutely nothing - half so much worth doing
as simply messing around with airplanes.

http://home.gci.net/~sncdfalk/flying.html

On Tue, 14 Oct 2003 20:17:03 -0400, G.R. Patterson III
wrote:
Dale wrote:

I come down a little faster than you though, normally around
3000-3500fpm. G

If I try more than about 1,000 fpm, the CHTs get out of the green on the low
side pretty quick.

If you're coming down because you need to come down without letting the
CHTs get too low, you can always spiral (that's what we did when towing
gliders behind a Pawnee). The best spiral technique I found for the Pawnee
was this. The plane has quite a lot of dihedral, so I made the higher wing
almost perpendicular to the horizon and pulled, maintaining Va. 6000fpm
down was easy (particularly in sink).

The main problem was glider up, spiral down, glider up, spiral down on
a hot day got tiring very very quickly even for someone in their 20s and
in good physical condition. I made some of my worst landings in my poor
C140 after flying home after a day of glider towing.

At the club I tow for now, things aren't nearly as hectic and we also have
a winch, so I just enjoy the view and make an unhurried power descent.

--
Dylan Smith, Castletown, Isle of Man
Flying: http://www.dylansmith.net
Frontier Elite Universe: http://www.alioth.net
"Maintain thine airspeed, lest the ground come up and smite thee"