Message-ID: <3CAA7253.8E9C3FCC@bright.net>
Date: Tue, 02 Apr 2002 22:09:07 -0500
From: J H Webb <airmale@bright.net>
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To: "Mike S. Reinath" <mreinath@mail.arc.nasa.gov>, lancair.list@olsusa.com
Subject: Testing of 360
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Reply-To: lancair.list@olsusa.com

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Mike
    I have spent a lot of time with the prop control in full decrease and
with the prop stopped. First in answer to your question there is no problem
with pulling the prop to full decrease and in an emergency engine failure it
is very important as the glide distance increases very greatly with the prop
in full decrease.

Interestingly my 360 glides father with the prop windmilling than it does
with the prop stopped.  This is the first airplane that I have flown that
glides further with the prop windmilling.  Most airplanes have a significant
increase in glide range with the prop stopped. My 2 blade Hartzell prop is
longer than most Lancair 360's at 72" diameter. It probably because that the
flat plate drag of the stopped prep is much greater in comparison the the
total airplane flat plate drag.  The Lancair is very clean.

    I spent a number of years in experimental flight test for a major
manufacturer and there were a number of occasions where we had to fly the
airplane with the engine stopped to obtain data.

    Your other question about the engine backfiring is improper.  You didn't
state how high you were and have you checked the idle mixture on the
ground?  The procedure for checking the idle mixture on the ground is to
idle the engine at about 800 rpm and slowly lean the mixture.  If the
manifold pressure drops more than 2" or the rpm increases over 50 rpm it is
too rich.  If you don't get a 50 rpm increase it is too lean.

    Flying the airplane with the engine stopped requires a great deal of
mental planning, flight planning, and all systems on the airplane working
perfectly.

Jack Webb, BsAE
ATP, CFI A&I Numerous type ratings
33,800 hrs etc.


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