X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 19 May 2008 14:31:17 -0400 Message-ID: X-Original-Return-Path: Received: from [66.64.141.200] (HELO lucky.dts.local) by logan.com (CommuniGate Pro SMTP 5.2.3) with ESMTP id 2928181 for lml@lancaironline.net; Sun, 18 May 2008 20:37:21 -0400 Received-SPF: none receiver=logan.com; client-ip=66.64.141.200; envelope-from=cjensen@dts9000.com X-MimeOLE: Produced By Microsoft Exchange V6.5 Content-class: urn:content-classes:message MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----_=_NextPart_001_01C8B948.291F2530" Subject: RE: [LML] Re: Turn back to the Airport after engine failure X-Original-Date: Sun, 18 May 2008 20:34:55 -0400 X-Original-Message-ID: <8984A39879F2F5418251CBEEC9C689B3AFCD7A@lucky.dts.local> In-Reply-To: X-MS-Has-Attach: X-MS-TNEF-Correlator: Thread-Topic: [LML] Re: Turn back to the Airport after engine failure Thread-Index: Aci5MfBC7zeiaxAOTPePYyuWE1TsAgAFLy/A From: "Chuck Jensen" X-Original-To: "Lancair Mailing List" This is a multi-part message in MIME format. ------_=_NextPart_001_01C8B948.291F2530 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Lynn, =20 I won't try to shout anyone down, heck I don't even own a Lancair, but = wish I did in the middle of some 3 hour flights. I think one area of = the turn-around not fully appreciated is difficulty of simulating, even = at altitude, or especially at altitude, is the sudden stoppage of power = while in near max performance climb at high AOA. There is so little = energy stored and the 2-3 seconds for recognition and response that one = will be fast dissipating whatever speed energy is stored before the nose = has to be push down HARD with precious altitude lost to regain best = glide speed. Some will be better at it than others, most will be less = than acceptable. =20 Once that transition manveure is accomplished (assuming it is and there = are a lot of instances where the turnaround attempt never makes it any = further than that), then one has to deal with an airplane, beautiful and = fast that it is, that extracts a high penalty for a stall in a turn. = All told, a decision altitude of 500' for RTA sounds like a one in ten = shot...at best. =20 Granted, I would try it in a Velocity as there is little penalty for a = stall in a turn--the turn flattens out (upright I might add) and one is = stuck with seriously degraded airspeed and the landing, wherever that = occurs, is going to be a bit of a pancake unless there is enough = altitude and fortitude to jam the nose down again to gain just a little = speed. =20 As much as I admire the Lancair series planes, low, slow and tight turns = does not seem to be their forte. Just an outsiders viewpoint. Chuck -----Original Message----- From: Lancair Mailing List [mailto:lml@lancaironline.net]On Behalf Of = farnsworth Sent: Sunday, May 18, 2008 5:58 PM To: lml@lancaironline.net Subject: [LML] Re: Turn back to the Airport after engine failure =20 =20 =20 =20 Oh, and pull the prop out. This is critical. The glide ratio on the = Legacy is about doubled with the prop pulled out. =20 =20 A feathering prop is even better.=20 =20 Lynn Farnsworth Super Legacy #235 TSIO-550 Powered Race #44 Feathering Prop. =20 PS =20 Lee Behel has a feathering prop; when he had an engine failure at Reno = last year, the feathering prop was the difference between an uneventful = landing at an airport and an off airport landing. =20 ------_=_NextPart_001_01C8B948.291F2530 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Lynn,

I=20 won't try to shout anyone down, heck I don't even own a Lancair, but = wish I did=20 in the middle of some 3 hour flights. I think one area of the = turn-around=20 not fully appreciated is difficulty of simulating, even at=20 altitude, or especially at altitude, is the sudden = stoppage of=20 power while in near max performance climb at high AOA. There is so = little=20 energy stored and the 2-3 seconds for recognition and response that one = will be=20 fast dissipating whatever speed energy is stored before the nose has to = be push=20 down HARD with precious altitude lost to regain best glide = speed. =20 Some will be better at it than others, most will be less than=20 acceptable.

Once=20 that transition manveure is accomplished (assuming it is and there are a = lot of=20 instances where the turnaround attempt never makes it any further than = that),=20 then one has to deal with an airplane, beautiful and fast that it is, = that=20 extracts a high penalty for a stall in a turn. All told, a = decision=20 altitude of 500' for RTA sounds like a one in ten shot...at=20 best.

Granted, I would try it in a Velocity as there is little = penalty for a=20 stall in a turn--the turn flattens out (upright I might add) and one is = stuck=20 with seriously degraded airspeed and the landing, wherever that occurs, = is going=20 to be a bit of a pancake unless there is enough altitude and fortitude = to jam=20 the nose down again to gain just a little speed.

As=20 much as I admire the Lancair series planes, low, slow and tight turns = does not=20 seem to be their forte. Just an outsiders = viewpoint.

Chuck

-----Original Message-----
From: = Lancair Mailing=20 List [mailto:lml@lancaironline.net]On Behalf Of=20 farnsworth
Sent: Sunday, May 18, 2008 5:58 = PM
To:=20 lml@lancaironline.net
Subject: [LML] Re: Turn back to the = Airport=20 after engine failure

Oh, = and pull the=20 prop out. This is critical. The glide ratio on the Legacy = is about=20 doubled with the prop pulled out.

A = feathering prop is=20 even better.

Lynn=20 Farnsworth

Super = Legacy=20 #235

TSIO-550=20 Powered

Race=20 #44

Feathering=20 Prop.

PS

Lee Behel = has a=20 feathering prop; when he had an engine failure at Reno last year, the=20 feathering prop was the difference between an uneventful landing at an = airport=20 and an off airport landing.

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