Today's Message Index:
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1. 02:38 AM - Re: Re: What is your Altitude loss in a 180 degree turn? (pj.ladd)
2. 07:24 AM - Re: Re: What is your Altitude loss in a 180 degree turn? (possums)
3. 08:23 AM - Re: What is your Altitude loss in a 180 degree turn? (lucien)
4. 10:41 AM - brake lines/tow cart (robert bean)
5. 07:24 PM - Re: Engine Installation (icrashrc)
6. 07:48 PM - Re: Engine installation (william sullivan)
7. 08:06 PM - Propeller pitch (icrashrc)
8. 08:08 PM - Re: Engine Installation (lucien)
9. 08:39 PM - Re: Engine Installation (icrashrc)
10. 08:43 PM - Paint Scheme (icrashrc)
Message 1
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| Subject: | Re: What is your Altitude loss in a 180 degree turn? |
40 or 45 mph full throttle climb,>>
Hi Richard,
very intersting post.
What engine do you have.? I dont think that I would climb quite that
steeply, say 50 mph with my Jabi. With our high thrust line the nose will
tend to come up abit if you suddenly lose power making a potentialy chancy
situation just a little worse.
Cheers
Pat
Message 2
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| Subject: | Re: What is your Altitude loss in a 180 degree turn? |
At 10:32 PM 12/20/2008, you wrote:
>
>So I got serious a couple years back about occasionally practicing
>"engine barf recoveries" at altitude. My experience is that if you
>are in a steep full throttle climb and snatch the throttle back to
>idle, you need to immediately go to full nose down stick and even
>then the airspeed will go to about zero.
>Meanwhile, the airplane feels like it is simultaneously decelerating
>and rotating around the main spar. (It's actually very cool) Once
>the airplane has transitioned to about a 45 degree nose down
>attitude, it begins to accelerate, and it doesn't feel like it
>actually stalls. Probably it does, but it's not apparent, because of
>the odd rotation it is doing.
>At this point, as soon as the airspeed indicator passes about 30,
>(because it is accelerating very well) I have found that if you go
>to either a maximum deflection right or left turn (keep the ball
>centered) and begin your pullout, you can do a course reversal and
>level out in around 200 feet. Best I ever did was 160, but that was
>primed and ready. In actual "surprise engine barf mode," it would
>probably be closer to 250 feet.
>
>
>Richard Pike
I bet if somebody did it, it would look something like this?
http://video.google.com/videoplay?docid=-4600043392041186975&hl=en
Message 3
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| Subject: | Re: What is your Altitude loss in a 180 degree turn? |
Richard Pike wrote:
> Very interesting thread, here is my experience - in a MKIII, if you are making
a typical Kolb wonder climb, the first thing that has to be dealt with before
you can even think of making a turn back is getting the nose down. With our
high thrust line, if the engine barfs when you are in a 40 or 45 mph full throttle
climb, it only takes a couple seconds for the airspeed to fall to zero, and
the resulting stall is quite a dandy.
> So I got serious a couple years back about occasionally practicing "engine barf
recoveries" at altitude. My experience is that if you are in a steep full throttle
climb and snatch the throttle back to idle, you need to immediately go
to full nose down stick and even then the airspeed will go to about zero.
> Meanwhile, the airplane feels like it is simultaneously decelerating and rotating
around the main spar. (It's actually very cool) Once the airplane has transitioned
to about a 45 degree nose down attitude, it begins to accelerate, and
it doesn't feel like it actually stalls. Probably it does, but it's not apparent,
because of the odd rotation it is doing.
> At this point, as soon as the airspeed indicator passes about 30, (because it
is accelerating very well) I have found that if you go to either a maximum deflection
right or left turn (keep the ball centered) and begin your pullout, you
can do a course reversal and level out in around 200 feet. Best I ever did
was 160, but that was primed and ready. In actual "surprise engine barf mode,"
it would probably be closer to 250 feet.
> As Beauford says, Worth what ye paid for it.
>
> Richard Pike
> MKIII N420P (420ldPoops)
FWIW, I had practiced this same thing a fair bit in my FS II after I'd gotten a
few hours in it and the results are really very predictable if you're accustomed
to flying very light a/c.
I will say (heresy coming!) that the ASI doesn't tell you much in the recovery
so it's better to rely on AOA maintenance skills instead. I.e. I had seen the
ASI read 40 even tho I was still basically in a stall.
My FS II required a fair bit of forward stick for a few seconds to truly get flying
again. Trying to restore level flight too early, particularly if you're practicing
recovering without adding power, can get you into a secondary stall.
But most high engine pusher light a/c I've flown, even my titan, are like this
so it's just part of doing business in a stall....
It's actually amazing how much altitude you really need to recover tho. For that
reason, I adopted a flatter climbout at higher airspeed in the FS II just in
case. I do this even in the titan.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=220397#220397
Message 4
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| Subject: | brake lines/tow cart |
I went for a bit of overkill here. Steel lines to motorcycle braided
flex. I didn't want to work harden the
steel.
DSCN1768.JPG
the cart was about $35 at harbor freight. Saves my back pulling it
into the winter harbor.
I hate that painful stoop position bringing the tail under the
overhead door.
DSCN1769.JPG
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 5
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| Subject: | Re: Engine Installation |
A few more pics have been added to
http://ill-eagleaviation.com/EngineInstallation.htm
If there's any specific questions feel free to ask.
--------
Scott
www.ill-EagleAviation.com
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=220478#220478
Message 6
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| Subject: | Re: Engine installation |
- Scott-- That is a nice, neat installation.- I do see a loose nut- a
re you going to disassemble, or did you take a photo in progress?
-
-------------------------
-------------------- Bill Sullivan
-------------------------
-------------------- Windsor Locks,
Ct.
Message 7
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Getting the pitch set exactly the same on all prop blades is very important. Here's
how Paul and I did it.
http://ill-eagleaviation.com/prop_laser.htm
--------
Scott
www.ill-EagleAviation.com
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=220484#220484
Message 8
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| Subject: | Re: Engine Installation |
icrashrc wrote:
> A few more pics have been added to
> http://ill-eagleaviation.com/EngineInstallation.htm
>
> If there's any specific questions feel free to ask.
Can't tell from the photo but is the drain plug offset to the side of that brace?
Just wondering what oil changes will be like with the tank up there?
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=220485#220485
Message 9
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| Subject: | Re: Engine Installation |
The first oil changes will probably be easiest to do by unhooking the oil lines
and removing the tank. I'll probably machine a 90deg extension that will fit
in the bottom of the tank and install a Curtis drain valve in the other end. Then
it will be a simple matter of hooking up a hose, then opening the drain valve.
>
>
> Can't tell from the photo but is the drain plug offset to the side of that brace?
Just wondering what oil changes will be like with the tank up there?
>
> LS
--------
Scott
www.ill-EagleAviation.com
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=220486#220486
Message 10
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Here's a look at what we're thinking for a paint scheme.
As you can see, Paul is pretty good with CorelDraw.
I only hope i can do as good a job with the pain, er... paint gun.
--------
Scott
www.ill-EagleAviation.com
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=220487#220487
Attachments:
http://forums.matronics.com//files/xtrapaint_104.jpg
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