Return-Path: Sender: (Marvin Kaye) To: lml Date: Fri, 15 Nov 2002 09:15:16 -0500 Message-ID: X-Original-Return-Path: Received: from smtp-server4.tampabay.rr.com ([65.32.1.43] verified) by logan.com (CommuniGate Pro SMTP 4.0.1) with ESMTP id 1871602 for lml@lancaironline.net; Fri, 15 Nov 2002 08:00:35 -0500 Received: from charlie (106.58.26.24.cfl.rr.com [24.26.58.106]) by smtp-server4.tampabay.rr.com (8.12.2/8.12.2) with SMTP id gAFD0K1c018420 for ; Fri, 15 Nov 2002 08:00:20 -0500 (EST) X-Original-Message-ID: <005001c28ca6$ecf90e00$6a3a1a18@cfl.rr.com> From: "Charles Kohler" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] Re: flying lancairs: pulling prop out with engine failure X-Original-Date: Fri, 15 Nov 2002 08:00:08 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 5.50.4807.1700 X-MimeOLE: Produced By Microsoft MimeOLE V5.50.4807.1700 Glide- What can you do after the engine stops? The situation (nearest suitable) dictates your course of action at that moment. Glide ratio with prop fine pitch (hi rpm) is 7:1 (appx). Course pitch increases that to about 9:1. If you're over the airport (above 2700' AGL in a IV) and setting up a 360deg o'head approach, wether or not prop is course or fine, really doesn't really matter. Only that you make the proper judgment calls on distance vs sink so that you land 1/3 distance down runway and put the airplane where it should be while taking all the factors into account i.e. wind-temp-weight- If at some point you see you need to stretch glide-- by all means pull prop lever to course pitch. Pull up gear- reduce flaps etc. AND drop nose to increase airspeed (reducing angle of attack). It does seem backwards, but if you're high-- nose up, slower airspeed. Try it, it works. Charlie K.