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