Sender: <marv@lancaironline.net> (Marvin Kaye)
To: lml@lancaironline.net
Date: Fri, 12 Dec 2003 01:13:27 -0500
Message-ID: <redirect-2887517@logan.com>
From: "Larry Henney" <LHenney@attg.net>
Subject: LNC2  high key
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Bob,

This discussion I hope has been very insightful.  I'd offer 3 small
caveats.

1st.  I've copied the T-34C Dead engine profile with my LNC2 in
simulated engine out conditions.  It works very well to start at 2500
AGL (High Key) and throw the gear down.  I fly 100 kts to final and
modulate in the flaps as necessary to bleed the altitude and finally
bleed speed on short final.  Yes you can use AOA instead of IAS but
using proper bank angle will require no particularly accelerated flight.
IAS works fine.  The entire circling turn to final is 15-20 deg AOB.  It
is tempting to increase the bank during the 1st 90 deg of turn.  This
invariable results in being high and fast on final.  I use about
1200-1400 ft AGL for the Low Key.  At 90 to go I'd like to be 600 ft
AGL.  Remember that the whole thing starts and finishes about 1/3 down
the runway.  So that turn to final will probably look higher and tighter
than your normal pattern.  These are really great fun to practice after
defining your "simulated" dead engine flight condition. 

2nd.  People are speaking of this as a terribly fearful thing.  Perhaps
in the Air Force it is. However, as a Naval Aviator it was commonplace
to practice HAPL's and LAPL's (Hi and Lo altitude Power loss) and they
were not to be feared.  I understand the wacky performance (falling like
a brick or a turd off a tall moose) of some of the birds that are being
spoken of.  Additionally, I'm sure I would've been partial to the
ejection handle myself had I ever faced the situation.  Not trying to
throw a big flamer here.  Just pointing out that in A/C of Lancair non
ejection seat performance it is an excellent tool.  Flamesuit donned
nonetheless.

3rd.  The entire circle Hi/Lo Key is a very draggy evolution.  It is
flown with the gear down in the T-34C with flaps being added as more
drag is required.  This is exactly how I practice in my 360.  The point
of this permits entry at any spot on the circle.  For instance, if one
finds himself with 180 deg to an upwind landing runway and Higher than
Low Key altitude, add all the drag and stuff the nose, shallow the turn
a bit and intercept a proper 90 deg to landing target point.  Another
situation would be arriving lower than your target altitude when located
at Hi Key on the circle.  This pucker factor is easily corrected by
holding off on lowering the gear.

Finally, the comments regarding a "break" have no place in this
disucussion.  The break is a rip roaring good time used when motors are
working and expeditious (sometimes impressive) pattern entry and landing
is desired.  The turn off High Key is quite the opposite.  That is,
shallow bank angle and too high to be noticed.

Finally, remember to play the game you hope to play.  That is, is your
constant speed prop course or fine pitch during the engine out event?
You can define dead engine parameters during both situations realizing
the dramatic difference in oil loss to the prop verse prop still turning
enough with oil pressure to get the blue knob out and help you reduce
your drag.

Larry Henney
450 hr
N360LH