X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 05 Dec 2012 07:51:51 -0500 Message-ID: X-Original-Return-Path: Received: from mail-ie0-f180.google.com ([209.85.223.180] verified) by logan.com (CommuniGate Pro SMTP 6.0c3) with ESMTPS id 5923729 for lml@lancaironline.net; Tue, 04 Dec 2012 21:13:06 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.85.223.180; envelope-from=donkarich@gmail.com Received: by mail-ie0-f180.google.com with SMTP id c10so6743472ieb.25 for ; Tue, 04 Dec 2012 18:12:32 -0800 (PST) MIME-Version: 1.0 Received: by 10.50.1.200 with SMTP id 8mr323062igo.51.1354673552035; Tue, 04 Dec 2012 18:12:32 -0800 (PST) Received: by 10.43.100.201 with HTTP; Tue, 4 Dec 2012 18:12:31 -0800 (PST) In-Reply-To: References: X-Original-Date: Tue, 4 Dec 2012 18:12:31 -0800 X-Original-Message-ID: Subject: Re: [LML] Re: Overhead pattern From: Don Karich X-Original-To: Lancair Mailing List Content-Type: multipart/alternative; boundary=e89a8f502e0cdb107704d01183c2 --e89a8f502e0cdb107704d01183c2 Content-Type: text/plain; charset=ISO-8859-1 I like the overhead as well but with 1 addition. i request a overhead preceeded by a low approach. I like to cruise the runway at redline and do a midfield pullup to pattern altitude. l pull hard enough to dissapate my airspeed all the way through the 360 to touchdown.great fun. tower guys love it and encourage us. we do this on occasion with a flight of three with a staggered break. On Tue, Dec 4, 2012 at 6:54 AM, Ted Noel wrote: > 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 > > --e89a8f502e0cdb107704d01183c2 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable I like the overhead as well but with 1 addition. i request a overhead prece= eded by a low approach.=A0 I like to cruise the runway at redline and do a = midfield pullup to pattern altitude. l pull hard enough to dissapate my air= speed all the way through the 360 to touchdown.great fun. tower guys love i= t and encourage us. we do this on occasion with a flight of three with a st= aggered break.

On Tue, Dec 4, 2012 at 6:54 AM, Ted Noel <tedn= oel@cfl.rr.com> wrote:
I have to second the comment on t= raining 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, gea= r down, full flaps, and roll 30 degrees, I get 100 kts at 1600 fpm down. Ho= ld the turn to the numbers, then roll out and plant it. Lots of fun, modera= tely high pucker factor, and great conditioning.

Ted Noel

On 12/3/2012 3:53 PM, JON ADDISON wrote:=20
Re the overhead pattern. =A0 George, good job on explainin= g it. =A0 Just one more item that is worthy. =A0 The overhead pattern is a = superior entry for high speed traffic in that it provides in the "brea= k" an excellent deceleration rate from cruise speed to configuring for= landing. =A0 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. =A0 =A0Also, for a low wing (high speed) aircraft, the overhead approac= h provides excellent visibility in the 180deg sector of active traffic ente= ring on a 45deg or already downwind. =A0 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 nu= mbers, from which a continuous descending turn to final can be made with pr= ecision and energy management.=20

Well worth learning and perfecting.

Jack Addison
Air Force and Navy fighters

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