X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 04 Dec 2012 16:00:56 -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 5923417 for lml@lancaironline.net; Tue, 04 Dec 2012 15:46:38 -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=a52yBDuF c=1 sm=0 a=Juz4b5MAAxrvp7e3l7SsjA==:17 a=zv7pOm2hHFMA:10 a=1F-HOIdIGasA:10 a=05ChyHeVI94A:10 a=ayC55rCoAAAA:8 a=1GGTIyVvkykA:10 a=3oc9M9_CAAAA:8 a=Ia-xEzejAAAA:8 a=tPxNXEdl4whOgQDf3qkA:9 a=wPNLvfGTeEIA:10 a=U8Ie8EnqySEA:10 a=EzXvWhQp4_cA:10 a=4PR2P7QzAAAA:8 a=Q8S_YdwPAUhonWIlVI4A:9 a=_W_S_7VecoQA:10 a=djSSOgbfo6cA:10 a=6DAKuQvobK3zRzaQ:21 a=Juz4b5MAAxrvp7e3l7SsjA==:117 X-Cloudmark-Score: 0 X-Authenticated-User: X-Originating-IP: 97.101.122.192 Received: from [97.101.122.192] ([97.101.122.192:50061] helo=[127.0.0.1]) by cdptpa-oedge01.mail.rr.com (envelope-from ) (ecelerity 2.2.3.46 r()) with ESMTP id 18/56-00785-C016EB05; Tue, 04 Dec 2012 20:46:05 +0000 X-Original-Message-ID: <50BE6108.8040609@cfl.rr.com> X-Original-Date: Tue, 04 Dec 2012 15:46:00 -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] Re: Overhead pattern References: In-Reply-To: Content-Type: multipart/alternative; boundary="------------040901050809070407080503" This is a multi-part message in MIME format. --------------040901050809070407080503 Content-Type: text/plain; charset=ISO-8859-1; format=flowed Content-Transfer-Encoding: 7bit Jeff, The reason for flat pitch is training for worst case... windmilling prop. Ted On 12/4/2012 10:57 AM, vtailjeff@aol.com wrote: > if you pull the prop control 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 > 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-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 --------------040901050809070407080503 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit Jeff,

The reason for flat pitch is training for worst case... windmilling prop.

Ted

On 12/4/2012 10:57 AM, vtailjeff@aol.com wrote:
if you pull the prop control 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 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
--------------040901050809070407080503--