Return-Path: Sender: (Marvin Kaye) To: lml Date: Fri, 15 Nov 2002 00:09:40 -0500 Message-ID: X-Original-Return-Path: Received: from imo-m06.mx.aol.com ([64.12.136.161] verified) by logan.com (CommuniGate Pro SMTP 4.0.1) with ESMTP id 1871244 for lml@lancaironline.net; Thu, 14 Nov 2002 21:42:19 -0500 Received: from Sky2high@aol.com by imo-m06.mx.aol.com (mail_out_v34.13.) id q.3b.2fb7c9ac (4426) for ; Thu, 14 Nov 2002 21:42:08 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: <3b.2fb7c9ac.2b05b900@aol.com> X-Original-Date: Thu, 14 Nov 2002 21:42:08 EST Subject: Re: [LML] Re: FW: [LML] Flying the Lancair LNC2, Gliding in a Brick with aCon... X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_3b.2fb7c9ac.2b05b900_boundary" X-Mailer: AOL 8.0 for Windows US sub 75 --part1_3b.2fb7c9ac.2b05b900_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 11/14/2002 9:49:53 AM Central Standard Time, marv@lancaironline.net writes: > I lifted the nose to stop the prop, > but wasn't thinking about glide distance, only to stop the krunching noises > coming from the engine as it ate the internal gears. I do recall that the > glide to the Winslow airport from 13,000 ft was significantly better than I > had initially estimated, Bob, Great info. I was a bit flip in my response to the fellow that said if your engine seized, the prop would stop in flat pitch. I would say that the glide performance with a stopped prop would fall between a rotating one at either flat or coarse pitch, but closer to the one in coarse pitch. I am sure that the crunching of the gears helped keep the prop stopped, kinda like shifting into Park - Oh, if only when we experience a power loss, it could be in cruise, at high altitude and close enough to an airport to glide in. My point was specifically for a power loss at takeoff or approach, thus the pull to coarse pitch and where, generally, you won't have time to try to stop the prop -- Of course, if the engine seized, all the better. Especiall if the 2-bladed prop is stopped horizontally. Scott Krueger N92EX Egad, my head is spinning. The --part1_3b.2fb7c9ac.2b05b900_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 11/14/2002 9:49:53 AM Central Standard Time, marv@lancaironline.net writes:

I lifted the nose to stop the prop,
but wasn't thinking about glide distance, only to stop the krunching noises
coming from the engine as it ate the internal gears. I do recall that the
glide to the Winslow airport from 13,000 ft was significantly better than I
had initially estimated,


Bob,

Great info.  I was a bit flip in my response to the fellow that said if your engine seized, the prop would stop in flat pitch.  I would say that the glide performance with a stopped prop would fall between a rotating one at either flat or coarse pitch, but closer to the one in coarse pitch.  I am sure that the crunching of the gears helped keep the prop stopped, kinda like shifting into Park - Oh, if only when we experience a power loss, it could be in cruise, at high altitude and close enough to an airport to glide in.

My point was specifically for a power loss at takeoff or approach, thus the pull to coarse pitch and where, generally, you won't have time to try to stop the prop -- Of course, if the engine seized, all the better.  Especiall if the 2-bladed prop is stopped horizontally.

Scott Krueger
N92EX
Egad, my head is spinning.

The  --part1_3b.2fb7c9ac.2b05b900_boundary--