Today's Message Index:
----------------------
1. 09:29 AM - Re: Descent Power Quandry... [bcc][faked-from][bayes][html-rem] (Brock Lorber)
2. 10:33 AM - Re: Descent Power Quandry... [bcc][faked-from][bayes][html-rem] (Robert S. Randazzo)
3. 10:50 AM - Re: Descent Power Quandry... (Robert S. Randazzo)
4. 11:03 AM - Re: Descent Power Quandry... (CloudCraft@aol.com)
5. 12:14 PM - Re: Descent Power Quandry... (Robert S. Randazzo)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Descent Power Quandry... [bcc][faked-from][bayes][html-rem] |
-----Original Message-----
From: owner-commander-list-server@matronics.com on behalf of
CloudCraft@aol.com
Sent: Tue 6/26/2007 3:44 AM
Subject: Re: Commander-List: Descent Power Quandry...
[bcc][faked-from][bayes][html-rem]
I used to just hold cruise power and reduce MAP one inch per 5000' if
coming
down from the high teens, planning the descent with a decceleration
segment to
slow and configure for further descent. The Reno basin may not give
you
that luxury and you may have to "dirty up" to get down after crossing
the ridge
lines.
____________________________________
At Reno you can take that decceleration segment and move it up to the
ridge line. That way, when you clear the hill you can push the nose
over while hanging out gear and boards and make a continuous descent to
the blocks without building up a bunch of speed. In effect, you're just
delaying a portion of the descent until later in the approach.
Brock
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Descent Power Quandry... [bcc][faked-from][bayes][html-rem] |
Gents-
Yeah- we have ridge lines- but nothing that prevents a sound energy
management plan. The airports that are so topographically challenged that
you can't find a decel point aren't the kinds of places I'll be visiting.
;-)
Rob
-----Original Message-----
From: owner-commander-list-server@matronics.com
[mailto:owner-commander-list-server@matronics.com] On Behalf Of Brock Lorber
Sent: Tuesday, June 26, 2007 09:27
Subject: RE: Commander-List: Descent Power Quandry...
[bcc][faked-from][bayes][html-rem]
-----Original Message-----
From: owner-commander-list-server@matronics.com on behalf of
CloudCraft@aol.com
Sent: Tue 6/26/2007 3:44 AM
Subject: Re: Commander-List: Descent Power Quandry...
[bcc][faked-from][bayes][html-rem]
I used to just hold cruise power and reduce MAP one inch per 5000' if coming
down from the high teens, planning the descent with a decceleration segment
to
slow and configure for further descent. The Reno basin may not give you
that luxury and you may have to "dirty up" to get down after crossing the
ridge lines.
____________________________________
At Reno you can take that decceleration segment and move it up to the ridge
line. That way, when you clear the hill you can push the nose over while
hanging out gear and boards and make a continuous descent to the blocks
without building up a bunch of speed. In effect, you're just delaying a
portion of the descent until later in the approach.
Brock
__________ NOD32 2355 (20070626) Information __________
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Descent Power Quandry... |
WCG-
Ah- now did I know N414C was in your stable as well as Milt's? Maybe you
mentioned that and I've since forgotten. (uh oh...)
I flew J-32s for a thousand plus hours- I learned to be very wary of
negative torque loading- so I don't find the 520Ks to be a mystery- and I
was comfortably using 28"25" and 2800RPM without sensing any torque
loading... I think I'll stick with that unless I find compelling evidence
otherwise.
Energy management around here just means having to do some of that piloting
sh*t. I can mitigate having to use my piloting skills by planning ahead,
however! Or sometimes coercing ATC by using the phrase "unable." (They
love that one, don't they?)
I'm expecting we'll see 414C back in the air in mid-July... Just in time
for the seasonal high in fuel prices...
Rob
_____
From: owner-commander-list-server@matronics.com
[mailto:owner-commander-list-server@matronics.com] On Behalf Of
CloudCraft@aol.com
Sent: Monday, June 25, 2007 21:16
Subject: Re: Commander-List: Descent Power Quandry...
In a message dated 25-Jun-07 20:55:00 Pacific Daylight Time,
rsrandazzo@precisionmanuals.com writes:
In the AFM- the originally published "descent power" called for setting the
props to 2800 RPM and selecting either 28" or 25" depending upon whether you
wanted to come down at 1000 or 2000 fpm respectively.
Dear Current Custodian of N414C,
The above power settings for descent look pretty good, but it's been so long
since I was the custodian of N414C that I don't recall.
I will say that 2800 RPM and 25" is not unreasonable as far as a MAP/RPM
combination for a this engine.
I bet that you'll find that the current state of N414C's pressure vessel
will help determine what MAP you use on descent: you may need the higher
power at altitude to hold the cabin, so any other theories will be out the
window ... or outflow valve to be more correct.
I used to just hold cruise power and reduce MAP one inch per 5000' if coming
down from the high teens, planning the descent with a decceleration segment
to slow and configure for further descent. The Reno basin may not give
you that luxury and you may have to "dirty up" to get down after crossing
the ridge lines.
_____
Now, Robert, if you'll excuse me and if I can wander off course for a moment
to the discussion about the AC-680FL(P) O.E.I. performance, the -FLs were
never scary to me with one engine inoperative. The FL(P)s due to their
higher weights, were. However, I seldom operated at maximum weights because
I was not flying cargo.
The MR. RPM conversions certainly provided some fuel economy and freedom
from gear boxes but I and many others felt that the potential of the IO-720
never made it to the prop -- or the prop never produced the potential
thrust.
Was because of the need for inter-coolers? Were the props poorly matched to
the engine? I don't know but I was always disappointed in teh O.E.I.
performance of the long body MR RPM conversions.
I still think they're a terrific airplane and I'd still buy one if I were
foolish enough to own an airplane. ;-)
_____
N47RR has been discussed on this net many times and I would hope that Harry
Merritt would log in with his comments -- I think Harry was the last one on
this list who had it before it went to eBay. It has damage history. It's
been repaired. I was impressed with the airplane when I looked at it a few
years ago here in Las Vegas, before it got dropped on the floor. I thought
it was one of the better MR RPM ships I'd seen.
Wing Commander Gordon
_____
See what's free at AOL.com <http://www.aol.com?ncid=AOLAOF00020000000503> .
__________ NOD32 2355 (20070626) Information __________
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Descent Power Quandry... |
In a message dated 26-Jun-07 10:51:10 Pacific Daylight Time,
rsrandazzo@precisionmanuals.com writes:
I'm expecting we'll see 414C back in the air in mid-July... Just in time
for the seasonal high in fuel prices...
You won't want to miss the Summer fuel gouge!
I.O.U. the trend monitors from N414C. I've given up the storage locker,
moved all the junk into my garage and am buying gasoline with the money I'm
saving.
Next I have to do some box diving and find the trends. I will scan to .pdf
files and send you a sampling of the engine / flight data from my time in
your airplane.
BTW, I flew it in 1997/1998, based at Lee's Summit, MO in the summer and
Richards Gebaur (now closed) in the winter.
It was leased by McKinley Communications in Blue Springs, MO, who was the
P.R. firm Twin Commander hired to start and run an owners' association. They
hired me full time to fly them on their business trips and to run the Twin
Commander Flight Group.
Dick MacCoon (MR RPM) owned the airplane and it was to be the conformity
article for the Orenda conversion program.
The Orenda program flopped, MR RPM put the airplane(s) up for sale and
McKinley Communications had a going away party for me.
************************************** See what's free at http://www.aol.com.
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Descent Power Quandry... |
WCG-
Now- see? I DO remember that now.... Must need more memory. Mine is
getting full.
Rob
_____
From: owner-commander-list-server@matronics.com
[mailto:owner-commander-list-server@matronics.com] On Behalf Of
CloudCraft@aol.com
Sent: Tuesday, June 26, 2007 11:03
Subject: Re: Commander-List: Descent Power Quandry...
In a message dated 26-Jun-07 10:51:10 Pacific Daylight Time,
rsrandazzo@precisionmanuals.com writes:
I'm expecting we'll see 414C back in the air in mid-July... Just in time
for the seasonal high in fuel prices...
You won't want to miss the Summer fuel gouge!
I.O.U. the trend monitors from N414C. I've given up the storage locker,
moved all the junk into my garage and am buying gasoline with the money I'm
saving.
Next I have to do some box diving and find the trends. I will scan to .pdf
files and send you a sampling of the engine / flight data from my time in
your airplane.
BTW, I flew it in 1997/1998, based at Lee's Summit, MO in the summer and
Richards Gebaur (now closed) in the winter.
It was leased by McKinley Communications in Blue Springs, MO, who was the
P.R. firm Twin Commander hired to start and run an owners' association.
They hired me full time to fly them on their business trips and to run the
Twin Commander Flight Group.
Dick MacCoon (MR RPM) owned the airplane and it was to be the conformity
article for the Orenda conversion program.
The Orenda program flopped, MR RPM put the airplane(s) up for sale and
McKinley Communications had a going away party for me.
_____
See what's free at AOL.com <http://www.aol.com?ncid=AOLAOF00020000000503> .
__________ NOD32 2355 (20070626) Information __________
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|