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>So, how does one do an engine-out landing on this airplane? Anybody got
the
right numbers to aim for?<
Although I am a flight instructor, I hessitate to offer flying advice
especially for the Lancair. But I can't resist in this case. Consider
flying your engine out and all other approaches at the optimum approach AOA
(about 8.9 degrees AOA for my Lancair 360) regardless. Sorry Rick, I just
could not resist. The reason that all approaches are flown at the same AOA
is that you fly with the same angle margin above stall (critical AOA) and
also that the kinetic energy going into the flare is correct for the mass
of the aircraft.
Generally, higher gross weights result in more glide because the potential
energy is higher. Higher GWs also require higher approach speeds because
the stalling speed is higher. Flying the same high IAS for all approaches
will result in too much energy in the flare at light GWs and maybe to
little at high GWs. Although I fly all my approaches at the same AOA the
resultant IAS in 1 "G" flight is about 85 knots at the heavy weights (+
1,700#) and about 77 knots at lighter weights. I understand that Don
suggests flying final approaches at a much higher IAS. Don's advice is
good considering variances in pilot abilities, pitot/static systems,
aircraft weights, etc. but the energy going into the flare will not be
correct. A single IAS for all approaches will generally result in longer
flights in ground effect, unnecessary margins above stall and more runway
left behind while waiting for the excess energy to dissipate.
Careful though that you don't balloon after the flare and go around if you
do. A full stall landing from only a few feet above the runway will result
in damage to the under carriage. And keep in mind that the above is what
works for me and may not work for you at all.
Also keep in mind that "Any landing you walk away from is a good one". I
tell myself this often.
Jim Frantz
Jim@angle-of-attack.com
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LML homepage: http://www.olsusa.com/Users/Mkaye/maillist.html
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