X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 04 Dec 2012 09:54:48 -0500 Message-ID: X-Original-Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.120] verified) by logan.com (CommuniGate Pro SMTP 6.0c3) with ESMTP id 5922403 for lml@lancaironline.net; Tue, 04 Dec 2012 07:53:21 -0500 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.120; envelope-from=tednoel@cfl.rr.com X-Original-Return-Path: X-Authority-Analysis: v=2.0 cv=GZOVbHrL c=1 sm=0 a=Juz4b5MAAxrvp7e3l7SsjA==:17 a=zv7pOm2hHFMA:10 a=1F-HOIdIGasA:10 a=05ChyHeVI94A:10 a=ayC55rCoAAAA:8 a=JNdavjU1MnYA:10 a=B60OkLyUowYbfsU267QA:9 a=wPNLvfGTeEIA:10 a=4PR2P7QzAAAA:8 a=Cd_VWfopL3Tk0CQuA-sA:9 a=_W_S_7VecoQA:10 a=frz4AuCg-hUA:10 a=djSSOgbfo6cA:10 a=2fxGFTG75oQ7ubrh:21 a=Juz4b5MAAxrvp7e3l7SsjA==:117 X-Cloudmark-Score: 0 X-Authenticated-User: X-Originating-IP: 97.101.122.192 Received: from [97.101.122.192] ([97.101.122.192:49355] helo=[127.0.0.1]) by cdptpa-oedge04.mail.rr.com (envelope-from ) (ecelerity 2.2.3.46 r()) with ESMTP id B7/3F-20885-E12FDB05; Tue, 04 Dec 2012 12:52:46 +0000 X-Original-Message-ID: <50BDF21A.7090607@cfl.rr.com> X-Original-Date: Tue, 04 Dec 2012 07:52:42 -0500 From: Ted Noel Reply-To: tednoel@cfl.rr.com User-Agent: Mozilla/5.0 (Windows NT 6.1; WOW64; rv:12.0) Gecko/20120428 Thunderbird/12.0.1 MIME-Version: 1.0 X-Original-To: Lancair Mailing List Subject: Re: [LML] Overhead pattern References: In-Reply-To: Content-Type: multipart/alternative; boundary="------------080205010205080900020902" This is a multi-part message in MIME format. --------------080205010205080900020902 Content-Type: text/plain; charset=ISO-8859-1; format=flowed Content-Transfer-Encoding: 7bit I have to second the comment on training for engine out. I use a Hershey-bar wing Arrow for L-IV engine out training. If I hit midfield cross at 3000 AGL, cut to idle, flat pitch, gear down, full flaps, and roll 30 degrees, I get 100 kts at 1600 fpm down. Hold the turn to the numbers, then roll out and plant it. Lots of fun, moderately high pucker factor, and great conditioning. Ted Noel On 12/3/2012 3:53 PM, JON ADDISON wrote: > Re the overhead pattern. George, good job on explaining it. Just > one more item that is worthy. The overhead pattern is a superior > entry for high speed traffic in that it provides in the "break" an > excellent deceleration rate from cruise speed to configuring for > landing. Even my L360 flies initial at 200+ kts, because of some > descent still happening, and upon roll out on downwind, the 140kts is > ready for a first notch of flaps, followed quickly with gear at 120 > and then half flaps. Also, for a low wing (high speed) aircraft, > the overhead approach provides excellent visibility in the 180deg > sector of active traffic entering on a 45deg or already downwind. > Also, it is excellent conditioning for an engine out approach; with an > engine out over the (arrival) numbers, there is enough energy left to > complete an engine out approach and hitting a good altitude at "low > key" or downwind opposite the landing numbers, from which a continuous > descending turn to final can be made with precision and energy > management. > > Well worth learning and perfecting. > > Jack Addison > Air Force and Navy fighters --------------080205010205080900020902 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit I have to second the comment on training for engine out. I use a Hershey-bar wing Arrow for L-IV engine out training. If I hit midfield cross at 3000 AGL, cut to idle, flat pitch, gear down, full flaps, and roll 30 degrees, I get 100 kts at 1600 fpm down. Hold the turn to the numbers, then roll out and plant it. Lots of fun, moderately high pucker factor, and great conditioning.

Ted Noel

On 12/3/2012 3:53 PM, JON ADDISON wrote:

Re the overhead pattern. George, good job on explaining it. Just one more item that is worthy. The overhead pattern is a superior entry for high speed traffic in that it provides in the "break" an excellent deceleration rate from cruise speed to configuring for landing. Even my L360 flies initial at 200+ kts, because of some descent still happening, and upon roll out on downwind, the 140kts is ready for a first notch of flaps, followed quickly with gear at 120 and then half flaps. Also, for a low wing (high speed) aircraft, the overhead approach provides excellent visibility in the 180deg sector of active traffic entering on a 45deg or already downwind. Also, it is excellent conditioning for an engine out approach; with an engine out over the (arrival) numbers, there is enough energy left to complete an engine out approach and hitting a good altitude at "low key" or downwind opposite the landing numbers, from which a continuous descending turn to final can be made with precision and energy management.

Well worth learning and perfecting.

Jack Addison

Air Force and Navy fighters

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