Return-Path: Sender: (Marvin Kaye) To: lml@lancaironline.net Date: Sat, 13 Dec 2003 23:13:37 -0500 Message-ID: X-Original-Return-Path: Received: from [32.97.166.34] (HELO prserv.net) by logan.com (CommuniGate Pro SMTP 4.1.8) with ESMTP id 2889779 for lml@lancaironline.net; Sat, 13 Dec 2003 22:53:46 -0500 Received: from b8p5r1 (slip-12-64-204-241.mis.prserv.net[12.64.204.241]) by prserv.net (out4) with SMTP id <20031214035343204037j24ge>; Sun, 14 Dec 2003 03:53:43 +0000 From: "Larry Henney" X-Original-To: "Lancair List" Subject: LNC2 High Key Data X-Original-Date: Sat, 13 Dec 2003 21:53:53 -0600 X-Original-Message-ID: <000001c3c1f5$e5e76000$f1cc400c@b8p5r1> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C3C1C3.9B4CF000" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.2627 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C3C1C3.9B4CF000 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit Gents, Went out and shock cooled the engine again for the sake of making aviation safer for the rest of you. My highly inaccurate and unscientific analysis of my 360 glide goes as follows. BTW, I'm quoting myself here in light of T-34C NATOPS Manual so don't look for the Lancair stamp of approval. I would like to hear what parameters Charlie Kohler teaches. Remember, the beauty of the High Key technique is in the ability to intercept the circle from virtually any point. Assess current altitude and aim to get on the circle. If low, hold the gear. If high get more drag out and intercept at the 180, or 90 as required. Practice. Practice. Practice. Engine Out Descent rates with 68" Hartzel Prop feathered at 105 kts. 750 fpm - Prop not feathered (ie. oil loss or gov failure) 1100 fpm. AOA guys could tell us the precise indicated airspeed but I'm not sure about partial flap extension differences in simulated versus actual engine out. Using these numbers one can simulate engine loss. In my plane using throttle almost idle (10" MAP) with prop 2700 RPM and 15 deg of flaps yields 105 kts at 750 fpm ROD. Of note is that this flap game is slightly unrealistic in that extra decelerating energy would be available during a real engine failure (as the flaps would be up for most of the procedure). Regarding the shock cooling fears, my engine CHT's drop about 50 deg C (180-130). Depending on how realistic a scenario you are looking for will balance how fast you pull the throttle. Once a year, I go ahead and do a whole bunch of these to maintain proficiency. In review, ideally the descending 360 deg spiral starts at 2500 agl about 1/3 down the runway. In recollection it is also slightly offset opposite the direction of intended turn. Roughly 1/2 the flap span works. Gear comes down if you meet this check point. Else, hold the gear until appropriate. Target bank angle is 15 deg. ROD roughly doubles (but I wasn't looking at it). Target altitude at the 180 is 1200 AGL. Abeam distance of wingtip on the runway worked well tonight. You have to momentarily roll out to assess the abeam distance. At the 90, I target 600 AGL and begin to feel high and fast. Hand moves to flap switch. At the 45, when landing is assured, I need to add full flaps to start getting the plane to slow down. Two other uniqueness worth considering. First, I lean during this practice. Therefore, my hand rests on the mixture knob (when not tweaking flaps) to remind me to go rich before attempting a missed approach. Second, the simulated and real engine failure flare both have substantially less deceleration than I'm used to during a powered landing.. Read huge floater! Thus, when in the flare during a simulated engine failure, throttle could be retarded. By contrast, during an actual engine failure, prop could possibly be advanced to assist in additional drag. This issue may be irrelevant considering the extra 15 deg of flap travel available during the actual engine out landing. After the sight picture sinks in you'll be comfortable with a few small flap tweaks and get a nice touch down point routinely. Thereafter, one can work on the lower altitude and more interesting (stressful) scenarios. Have fun and fly a little safer. Larry ------=_NextPart_000_0001_01C3C1C3.9B4CF000 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Message
Gents,
 
Went = out and shock=20 cooled the engine again for the sake of making aviation safer for the = rest of=20 you.  My highly inaccurate and unscientific analysis of my 360 = glide goes=20 as follows.  BTW, I'm quoting myself here in light of T-34C NATOPS = Manual=20 so don't look for the Lancair stamp of approval.  I would = like to hear=20 what parameters Charlie Kohler teaches.
 
Remember, the beauty=20 of the High Key technique is in the ability to intercept the circle from = virtually any point.  Assess current altitude and aim to get on the = circle.  If low, hold the gear.  If high get more drag = out and=20 intercept at the 180, or 90 as required.  Practice. Practice.=20 Practice.
 
Engine = Out Descent=20 rates with 68" Hartzel Prop feathered at 105 kts.  750 = fpm - =20 Prop not feathered (ie. oil loss or gov failure) 1100 fpm.  AOA = guys could=20 tell us the precise indicated airspeed but I'm not sure about partial = flap=20 extension differences in simulated versus actual engine out. =20
 
Using = these numbers=20 one can simulate engine loss.  In my plane using throttle = almost idle=20 (10" MAP) with prop  2700 RPM and 15 deg of flaps yields 105 kts at = 750 fpm=20 ROD.  Of note is that this flap game is slightly unrealistic in = that extra=20 decelerating energy would be available during a real engine failure (as = the=20 flaps would be up for most of the procedure).
 
Regarding the shock=20 cooling fears, my engine CHT's drop about 50 deg C (180-130).  = Depending on=20 how realistic a scenario you are looking for will balance how fast you = pull the=20 throttle.  Once a year, I go ahead and do a whole bunch of these to = maintain proficiency.
 
In review, ideally the descending 360 deg spiral = starts at=20 2500 agl about 1/3 down the runway.  In recollection it is also = slightly=20 offset opposite the direction of intended turn.  Roughly 1/2 the = flap span=20 works.  Gear comes down if you meet this check point.  Else, = hold the=20 gear until appropriate.  Target bank angle is 15 deg.  ROD = roughly=20 doubles (but I wasn't looking at it). 
 
Target = altitude at=20 the 180 is 1200 AGL. Abeam distance of wingtip on the runway = worked=20 well tonight.  You have to momentarily roll out to assess the = abeam=20 distance.   At the 90, I target 600 AGL and begin to feel high = and=20 fast.  Hand moves to flap switch.
 
At the = 45, when=20 landing is assured, I need to add full flaps to start getting the plane = to slow=20 down.
 
Two = other uniqueness=20 worth considering.
 
First, = I lean during=20 this practice.  Therefore, my hand rests on the mixture knob (when = not=20 tweaking flaps) to remind me to go rich before attempting a missed=20 approach. 
 
Second, =20 the simulated and real engine failure flare both have = substantially=20 less deceleration than I'm used to during a powered landing..  Read = huge=20 floater!  Thus, when in the flare during a simulated engine = failure,=20 throttle could be retarded.  By contrast, during an actual engine = failure,=20 prop could possibly be advanced to assist in additional drag.  This = issue=20 may be irrelevant considering the extra 15 deg of flap travel available = during=20 the actual engine out landing.
 
After = the sight=20 picture sinks in you'll be comfortable with a few small flap tweaks and = get a=20 nice touch down point routinely.  Thereafter, one can work on the = lower=20 altitude and more interesting (stressful) scenarios.  Have fun and = fly a=20 little safer.
 
Larry
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