X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 04 Dec 2012 10:57:00 -0500 Message-ID: X-Original-Return-Path: Received: from imr-ma06.mx.aol.com ([64.12.78.142] verified) by logan.com (CommuniGate Pro SMTP 6.0c3) with ESMTP id 5922704 for lml@lancaironline.net; Tue, 04 Dec 2012 10:02:07 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.78.142; envelope-from=vtailjeff@aol.com Received: from mtaomg-da01.r1000.mx.aol.com (mtaomg-da01.r1000.mx.aol.com [172.29.51.137]) by imr-ma06.mx.aol.com (8.14.1/8.14.1) with ESMTP id qB4F1N1x000563 for ; Tue, 4 Dec 2012 10:01:23 -0500 Received: from core-mne001c.r1000.mail.aol.com (core-mne001.r1000.mail.aol.com [172.29.107.65]) by mtaomg-da01.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 229E0E000086 for ; Tue, 4 Dec 2012 10:01:23 -0500 (EST) References: X-Original-To: lml@lancaironline.net Subject: Re: [LML] Re: Overhead pattern In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: vtailjeff@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8CFA0475B6E58E9_7E0_5E2E_webmail-d050.sysops.aol.com" X-Mailer: AOL Webmail 37242-STANDARD Received: from 76.211.85.186 by webmail-d050.sysops.aol.com (205.188.167.90) with HTTP (WebMailUI); Tue, 04 Dec 2012 10:01:21 -0500 X-Original-Message-Id: <8CFA0475B4842D9-7E0-18D4@webmail-d050.sysops.aol.com> X-Originating-IP: [76.211.85.186] X-Original-Date: Tue, 4 Dec 2012 10:01:22 -0500 (EST) x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:462108000:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d338950be10434c96 This is a multi-part message in MIME format. ----------MB_8CFA0475B6E58E9_7E0_5E2E_webmail-d050.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="us-ascii" if you pull the prop control back to low rpm/ high pitch you can reduce dra= g tremendously and see a much better rate of descent. It should not be a hi= gh pucker factor.=20 Jeff (cfi) -----Original Message----- From: Ted Noel To: lml Sent: Tue, Dec 4, 2012 8:54 am Subject: [LML] Re: Overhead pattern I have to second the comment on training for engine out. I use a Hershey-ba= r 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 conditi= oning. Ted Noel On 12/3/2012 3:53 PM, JON ADDISON wrote:=20 Re the overhead pattern. George, good job on explaining it. Just one mo= re 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 in= itial at 200+ kts, because of some descent still happening, and upon roll o= ut on downwind, the 140kts is ready for a first notch of flaps, followed qu= ickly with gear at 120 and then half flaps. Also, for a low wing (high s= peed) 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 engi= ne 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 f= inal can be made with precision and energy management.=20 Well worth learning and perfecting. Jack Addison Air Force and Navy fighters ----------MB_8CFA0475B6E58E9_7E0_5E2E_webmail-d050.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="us-ascii"
if you pull the prop con= trol back to low rpm/ high pitch you can reduce drag tremendously and see a= much better rate of descent. It should not be a high pucker factor.
 
Jeff (cfi)


= -----Original Message-----
From: Ted Noel <tednoel@cfl.rr.com>
To: lml <lml@lancaironline.net>
Sent: Tue, Dec 4, 2012 8:54 am
Subject: [LML] Re: Overhead pattern

I have to secon= d the comment on training for engine out. I use a Hershey-bar wing Arrow fo= r L-IV engine out training. If I hit midfield cross at 3000 AGL, cut to idl= e, 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. L= ots of fun, moderately high pucker factor, and great conditioning.

Ted Noel

On 12/3/2012 3:53 PM, JON ADDISON wrote:=20
Re the overhead pattern.   George, good job on explaini= ng it.   Just one more item that is worthy.   The overhead patter= n is a superior entry for high speed traffic in that it provides in the "br= eak" an excellent deceleration rate from cruise speed to configuring for la= nding.   Even my L360 flies initial at 200+ kts, because of some desce= nt 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 fla= ps.    Also, for a low wing (high speed) aircraft, the overhead a= pproach provides excellent visibility in the 180deg sector of active traffi= c entering on a 45deg or already downwind.   Also, it is excellent con= ditioning for an engine out approach; with an engine out over the (arrival)= numbers, there is enough energy left to complete an engine out approach an= d hitting a good altitude at "low key" or downwind opposite the landing num= bers, from which a continuous descending turn to final can be made with pre= cision and energy management.=20

Well worth learning and perfecting.

Jack Addison
Air Force and Navy fighters
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