X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 21 Aug 2013 07:43:33 -0400 Message-ID: X-Original-Return-Path: Received: from qmta12.emeryville.ca.mail.comcast.net ([76.96.27.227] verified) by logan.com (CommuniGate Pro SMTP 6.0.6) with ESMTP id 6434907 for lml@lancaironline.net; Tue, 20 Aug 2013 17:33:06 -0400 Received-SPF: pass receiver=logan.com; client-ip=76.96.27.227; envelope-from=olsen25@comcast.net Received: from omta07.emeryville.ca.mail.comcast.net ([76.96.30.59]) by qmta12.emeryville.ca.mail.comcast.net with comcast id F5JJ1m0041GXsuc019YZJ4; Tue, 20 Aug 2013 21:32:33 +0000 Received: from OlsenZ1HP ([98.245.158.191]) by omta07.emeryville.ca.mail.comcast.net with comcast id F9YY1m007483eG28U9YYj6; Tue, 20 Aug 2013 21:32:33 +0000 From: "Dan & Kari Olsen" X-Original-To: Subject: Flaps, glide ratio, RPM effects and making the runway X-Original-Date: Tue, 20 Aug 2013 15:32:31 -0600 X-Original-Message-ID: <036d01ce9dec$c7207980$55616c80$@comcast.net> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_036E_01CE9DBA.7C8EBC10" X-Mailer: Microsoft Outlook 14.0 Thread-Index: Ac6d6xX+9m7zZlLnTDm6kH39YtxwnQ== Content-Language: en-us This is a multipart message in MIME format. ------=_NextPart_000_036E_01CE9DBA.7C8EBC10 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit LMLers, During flight testing of my 320 several years ago, I collected glide ratio data for 3 different configurations as you can see below in the copy of the spreadsheet where I keep this data. Config Flaps Gear Prop Decent Rate KIAS Glide Ratio Cruise/low drag up up low RPM 600 103 17.3 Approach/low drag 10 deg down low RPM 1300 92 7.1 Approach/high drag 10 deg down high RPM 1900 92 4.9 NOTES: Test aircraft is Lancair 320 MKII, N320DK, owned and flown by Dan Olsen on 8/10/04 Engine is Lycoming IO-320-D1B, stock, 160hp Prop is Hartzell HC-F2YL-8468-14D Engine power set to idle (not completely shut off) Empty weight 1142 Pilot 195 Fuel (36gal) 216 Baggage 20 Gross Weight 1573 Test altitude was 7500' - 9500' Aircraft was flown with Jim Frantz's AOA Pro at the best glide AOA and KIAS was then noted It is quite alarming to see the incredible difference between a clean, max glide config and a normal approach to landing config. Glide ratio goes from 17:1 down to 5:1. I remember speaking with Orin Riddel at the Lancair factory years ago and him describing that if you were on downwind, abeam the numbers, and your engine quit and you left it in the high-drag congif, you will not make the runway. First reaction should be to immediately retract the gear, low RPM on the prop and get the flaps up. I practice this scenario regularly and I can always make the runway with the main issue typically being that I land long and have to turn up the RPM to add drag on short final: . Fly normal downwind . Chop the throttle to dead idle on downwind . Low RPM (coarse pitch) . Gear and flaps up . Pitch for best L/D on the AOA . Fly the pattern (tighter than normal) . On short final when runway is assured, drop the gear and 10deg flaps . Add flaps and increase RPM, as necessary, to avoid landing dangerously long I encourage all Lancair drivers to get some experience with your plane in the various drag scenarios with the engine at idle, especially the dramatic difference that flat vs. coarse pitch on your prop makes. There is nothing like feeling it for real to teach you some of the "muscle memory" needed to react in a pinch. Upon departing OSH a few weeks ago, I wanted to fly across Lake Michigan to visit my daughter. Going around is very long and going over is very scary J So, I was able to take the knowledge from actual glide testing of my 320 to create the following table to show how high above the water I need to be in order to glide to the shore in the case of engine failure at the middle of the lake. The area of the lake I went across was about 60nm across, so 30nm from center to shore. Lancair 320 N320DK Glide Ratio 17 15 12 10 8 7 5 Distance to Glide (nm) 50 17,871 20,253 25,317 30,380 37,975 43,400 60,760 45 16,084 18,228 22,785 27,342 34,178 39,060 54,684 40 14,296 16,203 20,253 24,304 30,380 34,720 48,608 35 12,509 14,177 17,722 21,266 26,583 30,380 42,532 30 10,722 12,152 15,190 18,228 22,785 26,040 36,456 25 8,935 10,127 12,658 15,190 18,988 21,700 30,380 20 7,148 8,101 10,127 12,152 15,190 17,360 24,304 15 5,361 6,076 7,595 9,114 11,393 13,020 18,228 10 3,574 4,051 5,063 6,076 7,595 8,680 12,152 5 1,787 2,025 2,532 3,038 3,798 4,340 6,076 1 357 405 506 608 760 868 1,215 Clean Low RPM Landing Low RPM Landing High RPM My table shows about 12,500' above the water (approx. 13,500' MSL) would get me to the shore (to be conservative I used a 15:1 glide ratio even though my testing showed 17:1 because the engine was still producing minimal power during the test). So, with approved floatation gear donned, we charged across at 15,500', giving us a good 5nm of buffer to account for extra weight and other fudge factors. I hope this data is helpful to some of you and encouraging to others to go do this testing and practice engine-out procedures in your Lancair. Regards, Dan Olsen N320DK - 750 hrs IV-P in gestation ------=_NextPart_000_036E_01CE9DBA.7C8EBC10 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

LMLers,

 

During = flight testing of my 320 several years ago, I collected glide ratio data = for 3 different configurations as you can see below in the copy of the = spreadsheet where I keep this data.

 

Config

Flaps

Gear

Prop

Decent = Rate

KIAS

Glide = Ratio

Cruise/low = drag

up=

up=

low = RPM

600

103

17.3

Approach/low = drag

10 = deg

down

low = RPM

1300

92=

7.1

Approach/high= drag

10 = deg

down

high = RPM

1900

92=

4.9

NOTES:

Test = aircraft is Lancair 320 MKII, N320DK, owned and flown by Dan Olsen on = 8/10/04

Engine is = Lycoming IO-320-D1B, stock, 160hp

Prop is = Hartzell HC-F2YL-8468-14D

Engine power = set to idle (not completely shut off)

Empty = weight

1142

Pilot

195

Fuel = (36gal)

216

Baggage<= /o:p>

20=

Gross = Weight

1573

Test = altitude was 7500' - 9500'

Aircraft was = flown with Jim Frantz's AOA Pro at the best glide AOA and KIAS was then = noted

 

It is quite = alarming to see the incredible difference between a clean, max glide = config and a normal approach to landing config.  Glide ratio goes = from 17:1 down to 5:1.  I remember speaking with Orin Riddel at the = Lancair factory years ago and him describing that if you were on = downwind, abeam the numbers, and your engine quit and you left it in the = high-drag congif, you will not make the runway.  First reaction = should be to immediately retract the gear, low RPM on the prop and get = the flaps up.

 

I practice this scenario regularly and I can always = make the runway with the main issue typically being that I land long and = have to turn up the RPM to add drag on short final:

·         = Fly normal downwind

·         = Chop the throttle to dead idle on = downwind

·         = Low RPM (coarse pitch)

·         = Gear and flaps up

·         = Pitch for best L/D on the = AOA

·         = Fly the pattern (tighter than = normal)

·         = On short final when runway is assured, = drop the gear and 10deg flaps

·         = Add flaps and increase RPM, as necessary, = to avoid landing dangerously long

 

I encourage = all Lancair drivers to get some experience with your plane in the = various drag scenarios with the engine at idle, especially the dramatic = difference that flat vs. coarse pitch on your prop makes.  There is = nothing like feeling it for real to teach you some of the “muscle = memory” needed to react in a pinch.

 

Upon = departing OSH a few weeks ago, I wanted to fly across Lake Michigan to = visit my daughter.  Going around is very long and going over is = very scary J  So, I = was able to take the knowledge from actual glide testing of my 320 to = create the following table to show how high above the water I need to be = in order to glide to the shore in the case of engine failure at the = middle of the lake.  The area of the lake I went across was about = 60nm across, so 30nm from center to shore.

 

Lancair = 320

N320DK

Glide = Ratio

17=

15=

12=

10=

8<= /span>

7<= /span>

5<= /span>

Distance to = Glide (nm)

50=

  &= nbsp; 17,871

  &= nbsp; 20,253

  &= nbsp; 25,317

  &= nbsp; 30,380

  &= nbsp; 37,975

  &= nbsp; 43,400

  &= nbsp; 60,760

45=

  &= nbsp; 16,084

  &= nbsp; 18,228

  &= nbsp; 22,785

  &= nbsp; 27,342

  &= nbsp; 34,178

  &= nbsp; 39,060

  &= nbsp; 54,684

40=

  &= nbsp; 14,296

  &= nbsp; 16,203

  &= nbsp; 20,253

  &= nbsp; 24,304

  &= nbsp; 30,380

  &= nbsp; 34,720

  &= nbsp; 48,608

35=

  &= nbsp; 12,509

  &= nbsp; 14,177

  &= nbsp; 17,722

  &= nbsp; 21,266

  &= nbsp; 26,583

  &= nbsp; 30,380

  &= nbsp; 42,532

30=

  &= nbsp; 10,722

  &= nbsp; 12,152

  &= nbsp; 15,190

  &= nbsp; 18,228

  &= nbsp; 22,785

  &= nbsp; 26,040

  &= nbsp; 36,456

25=

  &= nbsp;  8,935

  &= nbsp; 10,127

  &= nbsp; 12,658

  &= nbsp; 15,190

  &= nbsp; 18,988

  &= nbsp; 21,700

  &= nbsp; 30,380

20=

  &= nbsp;  7,148

  &= nbsp;  8,101

  &= nbsp; 10,127

  &= nbsp; 12,152

  &= nbsp; 15,190

  &= nbsp; 17,360

  &= nbsp; 24,304

15=

  &= nbsp;  5,361

  &= nbsp;  6,076

  &= nbsp;  7,595

  &= nbsp;  9,114

  &= nbsp; 11,393

  &= nbsp; 13,020

  &= nbsp; 18,228

10=

  &= nbsp;  3,574

  &= nbsp;  4,051

  &= nbsp;  5,063

  &= nbsp;  6,076

  &= nbsp;  7,595

  &= nbsp;  8,680

  &= nbsp; 12,152

5<= /span>

  &= nbsp;  1,787

  &= nbsp;  2,025

  &= nbsp;  2,532

  &= nbsp;  3,038

  &= nbsp;  3,798

  &= nbsp;  4,340

  &= nbsp;  6,076

1<= /span>

  &= nbsp;     357

  &= nbsp;     405

  &= nbsp;     506

  &= nbsp;     608

  &= nbsp;     760

  &= nbsp;     868

  &= nbsp;  1,215

Clean
Low = RPM

Landing
Lo= w RPM

Landing
Hi= gh RPM

 

My table = shows about 12,500’ above the water (approx. 13,500’ MSL) = would get me to the shore (to be conservative I used a 15:1 glide ratio = even though my testing showed 17:1 because the engine was still = producing minimal power during the test).  So, with approved = floatation gear donned, we charged across at 15,500’, giving us a = good 5nm of buffer to account for extra weight and other fudge = factors.

 

I hope this data is helpful to some of you and = encouraging to others to go do this testing and practice engine-out = procedures in your Lancair.

 

Regards,

 

Dan = Olsen

N320DK – 750 = hrs

IV-P in = gestation

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