Today's Message Index:
----------------------
1. 09:05 AM - Re: Re: 180 turn back to the runway video (pj.ladd)
2. 09:06 AM - Re: Re: 180 turn back to the runway video (pj.ladd)
3. 09:20 AM - Re: Re: 180 turn back to the runway video (John Hauck)
4. 09:30 AM - Re: 180 turn back to the runway video (Jason Omelchuck)
5. 09:39 AM - Re: Re: 180 turn back to the runway video (Jack B. Hart)
6. 09:46 AM - Re: Re: 180 turn back to the runway video (b young)
7. 09:48 AM - Re: Re: 180 turn back to the runway video (John Hauck)
8. 09:52 AM - Re: Re: 180 turn back to the runway video (Larry Cottrell)
9. 10:08 AM - Re: 180 turn back to the runway video (b young)
10. 10:13 AM - Re: 180 turn back to the runway video (Jason Omelchuck)
11. 10:15 AM - Re: 180 turn back to the runway video (Jason Omelchuck)
12. 10:19 AM - Re: Re: 180 turn back to the runway video (Dana Hague)
13. 10:20 AM - Re: Flying the Kolb Ultrastar (mark.shimei)
14. 10:26 AM - Re: 180 turn back to the runway video (Jason Omelchuck)
15. 10:38 AM - Re: Re: 180 turn back to the runway video (Eugene Zimmerman)
16. 11:17 AM - Re: Re: 180 turn back to the runway video (Larry Cottrell)
17. 01:04 PM - Re: Re: 180 turn back to the runway video (Mrs. Michelle Cole)
18. 01:50 PM - Re: 180 turn back to the runway video (Jason Omelchuck)
19. 02:03 PM - Re: Re: 180 turn back to the runway video (Jack B. Hart)
20. 02:25 PM - Re: Re: 180 turn back to the runway video (robert bean)
21. 02:57 PM - Re: Re: 180 turn back to the runway video (Dana Hague)
22. 04:22 PM - Re: Re: 180 turn back to the runway video (Jack B. Hart)
23. 06:12 PM - Re: 180 turn back to the runway video (JetPilot)
24. 11:04 PM - Re: BNC bulkhead connector (R. Hankins)
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Subject: | Re: 180 turn back to the runway video |
In a descending (power off) turn at constant airspeed your airplane will
stall at the same speed it does straight ahead with power off. >>
Sorry but that is not true.
Two things happen when you turn.
1. Your apparent weight will increase because of the `G` force engendered by
turning.
2. Your generated lift will diminish because lift is always generated at
right angles to the wing and if you turn part of the lift will be used to
turn you.. The steeper your turn the worse both of these effects become.
You MUST increase your speed to compensate.
Cheers
Pat
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Subject: | Re: 180 turn back to the runway video |
Jason Omelchuck wrote:
> Hello All,
>
> One of the things I have always wanted to test was the height required to
> get back to a runway after take off.>>
Neatly done and a good video.. The cut back of the engine and the lowering
of the nose were simultaneous. In a real emergency you will lose a couple
of seconds at least wondering `What the *******has happened`. Also there
was no or very little wind. A few knots on your nose turning rapidly to a
few knots up your tailfeathers will reduce your flying speed and INCREASE
you ground speed and the length of your landing run considerably.
You took off from pretty well down the runway and consequently had a good
length of runway behind you to land on. My Xtra would have been at 500 feet
while you were still on the ground and in the event of a 180 degree turn
back there would have been considerably less useable runway.
I dont know how much difference there is in the glide produced by a stopped
prop as opposed to a windmilling one., perhaps someone has the figures.
Thanks for doing the experiment. I shall make sure I do not turn back at
500ft or less.
Cheers
Pat
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Subject: | Re: 180 turn back to the runway video |
Two things happen when you turn.
1. Your apparent weight will increase because of the `G` force engendered by
turning.
2. Your generated lift will diminish because lift is always generated at
right angles to the wing and if you turn part of the lift will be used to
turn you.. The steeper your turn the worse both of these effects become.
You MUST increase your speed to compensate.
Cheers
Pat
Patrick L/Gang:
I think we did this argument some time ago. And....I think Tom Kuffle
presented a good explanation of this, but I am probably wrong.
Don't we have to take into consideration this is a descending turn?
john hauck
mkIII
Titus, Alabama
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Subject: | Re: 180 turn back to the runway video |
Hello Pat,
I believe this is true. A descending (power off) turn at constant airspeed is
a 1G maneuver. If you bank steeper you descend faster and you are still at 1G.
Jason
pj.ladd(at)btinternet.com wrote:
> In a descending (power off) turn at constant airspeed your airplane will
> stall at the same speed it does straight ahead with power off. >>
>
> Sorry but that is not true.
>
> Two things happen when you turn.
>
> 1. Your apparent weight will increase because of the `G` force engendered by
> turning.
>
> 2. Your generated lift will diminish because lift is always generated at
> right angles to the wing and if you turn part of the lift will be used to
> turn you.. The steeper your turn the worse both of these effects become.
> You MUST increase your speed to compensate.
>
> Cheers
>
> Pat
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=295856#295856
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Subject: | Re: 180 turn back to the runway video |
Jason,
Took some data from your video. I recorded the time of lift off, point of
throttle pull back, approximated after completion of 180 turn, and touch
down.
You were getting to 500 feet in about 30 seconds for a climb rate of 1,000
ft/min. Your 180 degree turn took about 17.5 seconds for a good turn rate
of 620 deg/min. Glide time was about 32.5 seconds for an average decent
rate of 923 ft/min. The latter is very good considering the wind milling
propeller. In your case there has to be an optimum ias that gives you the
best glide for a wind milling propeller. You may want to consider VG's to
increase lift to help off set the wind milling propeller drag. Also, I have
found they will greatly reduce twitchyness felt during steep turns with the
FireFly.
Keep up the good work.
Jack B. Hart FF004
Winchester, IN
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Subject: | Re: 180 turn back to the runway video |
I think we did this argument some time ago. And....I think Tom Kuffle
presented a good explanation of this, but I am probably wrong.
Don't we have to take into consideration this is a descending turn?
john hauck
>>>>>>>>>>>>>>>>>>>>>>>>>
John and the gang
Back in my training for private ticket,, when doing a power off left turn
from base to final, especially if there was a bit of a left cross wind on
final , I would bank the plane a bit more than usual to stop the drifting
from the cross wind in order to line up with the runway. That precipitated
a long lesson on accelerated stalls, with special emphasis on base to final
turns. Long story short I think Pat was right.
Boyd
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Subject: | Re: 180 turn back to the runway video |
You may want to consider VG's to
increase lift to help off set the wind milling propeller drag. Also, I have
found they will greatly reduce twitchyness felt during steep turns with the
FireFly.
Keep up the good work.
Jack B. Hart FF004
Winchester, IN
*****************
Jack H/Gang:
Do VGs increase lift? The reason I ask is I do not know.
I thought VGs decreased stall speed.
Also, could you explain "twitchyness" during steep turns with the Firefly?
Thanks,
john hauck - Twitchy after operating the "bush hog on a pole" (weed eater)
all morning.
mkIII
Titus, Alabama
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Subject: | Re: 180 turn back to the runway video |
I found in my experiments with this situation that a slow flat turn was
better than a steep quick turn. Keeping that in mind if there is any
increase in G forces it was negligent, therefore the stall would not
increase. Of course I had VG's :-)
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
----- Original Message -----
From: John Hauck
To: kolb-list@matronics.com
Sent: Tuesday, April 27, 2010 10:20 AM
Subject: Re: Kolb-List: Re: 180 turn back to the runway video
Two things happen when you turn.
1. Your apparent weight will increase because of the `G` force
engendered by
turning.
2. Your generated lift will diminish because lift is always generated
at
right angles to the wing and if you turn part of the lift will be
used to
turn you.. The steeper your turn the worse both of these effects
become.
You MUST increase your speed to compensate.
Cheers
Pat
Patrick L/Gang:
I think we did this argument some time ago. And....I think Tom Kuffle
presented a good explanation of this, but I am probably wrong.
Don't we have to take into consideration this is a descending turn?
john hauck
mkIII
Titus, Alabama
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Subject: | 180 turn back to the runway video |
his prop is going to spin and slow him down a lot. All he had to do was to
apply throttle and he is running again, so the danger that he put himself
into was no worse than any power off landing, whether it be straight in or
not.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>.
Have you ever heard of an accelerated stall. It usually happens when
yanking and banking. Maybe I am out of place because I have not seen the
video. But I have not seen these thoughts expressed in this thread. If the
turns are less than 30 deg and the g load less than 1.5,, you may be ok.
if the turn is 60 or more deg bank and g load 2 or above. You best know
what the stall looks and feels like, and at what speed, in that
configuration. In these conditions the stall can occur well above the
straight and level stall speed. And a stall at a high bank angle at 500 ft
and under can cause a sudden end to a very good day. Even if your engine
is running.
Boyd Young
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Subject: | Re: 180 turn back to the runway video |
Hello Pat,
The wind would have to be blowing on the order of 10 to 15 knots (an estimate)
down the runway to be in danger of running out of runway on the landing roll.
I recommend you not taking this information and applying it to your airplane.
From your description of the way you plane can take off, it obviously has much
different flight characteristics than mine. I would highly recommend you go
to altitude and practice full power climb to descending 180. If you get comfortable
doing them at altitude, you may want to work up to finding a nice safe
place and doing some testing yourself. Just hearing about someone else doing
it will not replace training or practice.
Best Wishes
Jason
pj.ladd(at)btinternet.com wrote:
> Jason Omelchuck wrote:
>
> > Hello All,
> >
> > One of the things I have always wanted to test was the height required to
> > get back to a runway after take off.>>
> >
> >
>
> Neatly done and a good video.. The cut back of the engine and the lowering
> of the nose were simultaneous. In a real emergency you will lose a couple
> of seconds at least wondering `What the *******has happened`. Also there
> was no or very little wind. A few knots on your nose turning rapidly to a
> few knots up your tailfeathers will reduce your flying speed and INCREASE
> you ground speed and the length of your landing run considerably.
>
> You took off from pretty well down the runway and consequently had a good
> length of runway behind you to land on. My Xtra would have been at 500 feet
> while you were still on the ground and in the event of a 180 degree turn
> back there would have been considerably less useable runway.
>
> I dont know how much difference there is in the glide produced by a stopped
> prop as opposed to a windmilling one., perhaps someone has the figures.
>
> Thanks for doing the experiment. I shall make sure I do not turn back at
> 500ft or less.
>
> Cheers
>
> Pat
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=295873#295873
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Subject: | Re: 180 turn back to the runway video |
Hello Boyd,
Again, a descending (power off) turn at constant air speed is a 1G maneuver.
Jason
[quote="by0ung(at)brigham.net"]his prop is going to spin and slow him down a lot.
All he had to do was to apply throttle and he is running again, so the danger
that he put himself into was no worse than any power off landing, whether it
be straight in or not.
> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>.
>
>
Have you ever heard of an accelerated stall. It usually happens when yanking
and banking. Maybe I am out of place because I have not seen the video.
But I have not seen these thoughts expressed in this thread. If the turns are
less than 30 deg and the g load less than 1.5,, you may be ok if the turn
is 60 or more deg bank and g load 2 or above. You best know what the stall
looks and feels like, and at what speed, in that configuration. In these
conditions the stall can occur well above the straight and level stall speed.
And a stall at a high bank angle at 500 ft and under can cause a sudden end
to a very good day. Even if your engine is running.
Boyd Young
> [b]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=295874#295874
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Subject: | Re: 180 turn back to the runway video |
At 11:00 PM 4/26/2010, Jason Omelchuck wrote:
>In a descending (power off) turn at constant airspeed your airplane will
>stall at the same speed it does straight ahead with power off...
Jason,
This is simply not correct. I suggest you review "accelerated stalls". In
a coordinated turn, the stall speed increases as a function of the bank
angle. The effect is small for shallow turns, but, for example, in a 60=B0
banked turn when you're pulling 2g, the stall speed is 41% higher.
Trying to turn too tight at low altitude, whether it's a flat skidding turn
leading to the inside wing stalling, or an accelerated stall, is what does
in a lot of pilots.
-Dana
--
Illegal aliens have always been a problem in the United States. Ask any
Indian.
Message 13
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Subject: | Re: Flying the Kolb Ultrastar |
Another ultrastar!!! I dont feel so alone now.......even though he is on
the
other side of the planet...
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Subject: | Re: 180 turn back to the runway video |
Hello Dana,
If you are not descending and under power you are correct. If you are power off
and loosing airspeed, you are correct. If you are power off and descending
at a constant airspeed, it is a 1G maneuver.
Regards
Jason
[quote="Dana"]At 11:00 PM 4/26/2010, Jason Omelchuck wrote:
> In a descending (power off) turn at constant airspeed your airplane will stall
at the same speed it does straight ahead with power off...
Jason,
This is simply not correct. I suggest you review "accelerated stalls". In a
coordinated turn, the stall speed increases as a function of the bank angle.
The effect is small for shallow turns, but, for example, in a 60 banked turn when
you're pulling 2g, the stall speed is 41% higher.
Trying to turn too tight at low altitude, whether it's a flat skidding turn leading
to the inside wing stalling, or an accelerated stall, is what does in a
lot of pilots.
-Dana
--
Illegal aliens have always been a problem in the United States. Ask any Indian.
> [b]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=295881#295881
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Subject: | Re: 180 turn back to the runway video |
Kolb pilots,
Another thing that I always try to make a habit when I take off is
whenever I reach the point where an abort straight ahead back to the
remaining runway becomes doubtful or unlikely is to drift off to the
downwind side of the runway from whatever crosswind there may be, so
that a turn back to the runway is into the wind and also requires less
degree of turn to reach the runway again.
I like to stack the deck in my favor as much as possible when I am
taking off.
Also being aggressive in air speed and bank angle in a turn back
reduces the time required to make a 180 and shortens the distance back
to the threshold.
IOW Control the airplane, don't let the airplane control YOU. YOU put
the airplane down, don't let the airplane put YOU down.
Gene
On Apr 26, 2010, at 11:00 PM, Jason Omelchuck wrote:
> >
>
> Hello Crystal,
>
> In a descending (power off) turn at constant airspeed your airplane
> will stall at the same speed it does straight ahead with power off.
> The risk is keeping the turn coordinated so that remains true for
> both wings. The tendency is to try to put in too much rudder to
> tighten the turn and you then run the risk of the inside wing
> stalling. when I first started practicing at altitude, I noticed I
> could feel the wing start to bobble at stall and that it would
> increase the bank and start the beginning of a spiral. It was a
> little unnerving at first, but I noticed I could keep it from
> developing by a little opposite rudder and of course getting the
> nose down ever so slightly to keep the airspeed up. I did practice
> (at altitude) going from a full throttle climb to a descending 180
> turn while trying to keep a constant airspeed. One of the things I
> think I have learned while doing this close to the ground is that
> the fear of hitting the ground is a very ingrained in my brain. It !
> is an un-natural act to put the nose down to save yourself from
> hitting the ground. I believe this has caused many an airplane
> accident because it is just does not make sense, your instinct
> really wants to pull back on the stick to extend the glide just that
> little bit more. This sensation does not get triggered when flying
> at altitude. I believe this is the reason that many a Kolb landing
> gear has been bent by people who are used to flying GA aircraft. To
> the pilot of a faster airplane, the angle of approach that must be
> kept close to the ground before round out is alarming until you do
> it many times.
>
> My $.02 worth
> Jason
>
>
> cristalclear13 wrote:
>>
>> Jason Omelchuck wrote:
>>> Hello All,
>>>
>>> One of the things I have always wanted to test was the height
>>> required to get back to a runway after take off. On Sunday, I got
>>> a chance to do some testing and I got a video of it. The runway I
>>> am flying from is about 2500 feet long. I found that it required
>>> about 500' for me to make the 180 and get back to the end of the
>>> runway. I tried it at 400' but the ending was not pretty (nothing
>>> bent). The interesting thing is that at 600' I could not make the
>>> runway because I had traveled further away from the runway than
>>> the extra 100' in altitude allowed me to make up. My engine has a
>>> clutch, so the prop windmills at engine idle just like it would
>>> windmill if the engine failed.
>>>
>>> http://www.youtube.com/watch?v=Pn6T8ynRDLk
>>>
>>> FWIW
>>> Jason
>>> MKIII Yamaha powered
>>> Portland, OR
>>
>>
>> Wish I had that many open fields to choose from for emergency
>> landing spots.
>> Please be careful. Do you know your stall speed on a steep turn?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=295828#295828
>
>
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Subject: | Re: 180 turn back to the runway video |
Every thing and every plane is different, and I intend to pursue my
findings further, but the turns that I did last spring in testing this
theory proved to me that I lost much more altitude in a steep turn than
what I did in a slow flat turn. Of course I have VG's and that made my
findings different from most of you. I tried it both ways and I found
that clam, slow and easy worked the best for me. Your experience may
be different!
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
----- Original Message -----
From: Eugene Zimmerman
To: kolb-list@matronics.com
Sent: Tuesday, April 27, 2010 6:19 AM
Subject: Re: Kolb-List: Re: 180 turn back to the runway video
Kolb pilots,
Also being aggressive in air speed and bank angle in a turn back
reduces the time required to make a 180 and shortens the distance back
to the threshold.
IOW Control the airplane, don't let the airplane control YOU. YOU put
the airplane down, don't let the airplane put YOU down.
Gene
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Subject: | Re: 180 turn back to the runway video |
In my early days, I use to practice this 180 turn back to the runway. First few
in a Cessna 150 I lost about 600 ft. Then, using a more aggressive dive, turn
and bank, I got the Cessna around with only 150 foot loss of altitude. About
10% of the time, I could get it down to 100 footloss. Later, in my PA-11 Cub,
I could consistently get it back to the runway with a 50 foot loss of altitude.
It just takes practice with a sound technique. Vic
---- Original message ----
>Date: Tue, 27 Apr 2010 17:05:57 +0100
>From: owner-kolb-list-server@matronics.com (on behalf of "pj.ladd" <pj.ladd@btinternet.com>)
>Subject: Re: Kolb-List: Re: 180 turn back to the runway video
>To: <kolb-list@matronics.com>
>
>
>Jason Omelchuck wrote:
>> Hello All,
>>
>> One of the things I have always wanted to test was the height required to
>> get back to a runway after take off.>>
>
>Neatly done and a good video.. The cut back of the engine and the lowering
>of the nose were simultaneous. In a real emergency you will lose a couple
>of seconds at least wondering `What the *******has happened`. Also there
>was no or very little wind. A few knots on your nose turning rapidly to a
>few knots up your tailfeathers will reduce your flying speed and INCREASE
>you ground speed and the length of your landing run considerably.
>
>You took off from pretty well down the runway and consequently had a good
>length of runway behind you to land on. My Xtra would have been at 500 feet
>while you were still on the ground and in the event of a 180 degree turn
>back there would have been considerably less useable runway.
>
>I dont know how much difference there is in the glide produced by a stopped
>prop as opposed to a windmilling one., perhaps someone has the figures.
>
>Thanks for doing the experiment. I shall make sure I do not turn back at
>500ft or less.
>
>Cheers
>
>Pat
>
>
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Subject: | Re: 180 turn back to the runway video |
Hello All,
Here is where this very topic was discussed in detail on this list before. FWIW.
http://forums.matronics.com/viewtopic.php?t=38477&highlight=descending+turn+stall
Jason
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=295922#295922
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Subject: | Re: 180 turn back to the runway video |
At 11:46 AM 4/27/10 -0500, you wrote:
>
>Jack H/Gang:
>
>Do VGs increase lift? The reason I ask is I do not know.
>
>I thought VGs decreased stall speed.
>
>Also, could you explain "twitchyness" during steep turns with the Firefly?
>
>Thanks,
>
John,
You are correct in that VG's reduce stall speed. Therefore it stands to
reason that if one flys at the previous stall speed or faster, the VG's will
generate more lift than the wing did before the addition of VG's. Also when
in level flight the AOA will be less and the drag associated with that IAS
will be less too.
When I installed the VG's, the 447 was mounted on the FireFly and after I
had changed from 15 inch chord ailerons to 9 inch chord ailerons. The
description of what happened when I installed them can be found at:
http://jackbhart.com/firefly/firefly18.html
What I mean by twitchy is the feeling one gets through the lower cheeks that
things are not going well or as one expects. I had the feeling that if I
pushed the FireFly on a downwind to base bank that it felt like it wanted keep
right on going over onto its back. As a result I never made very steep left
banks. I had no problem with banks to the right. After I mounted the VG's
this sensation disappeared, and flying enjoyment increased.
Jack B. Hart FF004
Winchester, IN
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Subject: | Re: 180 turn back to the runway video |
I usually read the responses to a post before I offer my 2 cents. BUT, unless
you a re a really low time Kolb pilot
you should eventually pick up on how your wing is feeling. Smooth, low pull turns
like we saw in that excellent video
would not cause a problem. -that is as long as the driver has a good feel for
load inducement and keeps his buttocks
free from excessive compression. Lowering the nose will do just fine.
Once again, you cannot stall an airplane at zero Gs.
BB
On 27, Apr 2010, at 1:15 PM, Jason Omelchuck wrote:
>
> Hello Boyd,
>
> Again, a descending (power off) turn at constant air speed is a 1G maneuver.
>
> Jason
>
> [quote="by0ung(at)brigham.net"]his prop is going to spin and slow him down a
lot. All he had to do was to apply throttle and he is running again, so the danger
that he put himself into was no worse than any power off landing, whether
it be straight in or not.
>
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> .
>>
>>
>
> Have you ever heard of an accelerated stall. It usually happens when yanking
and banking. Maybe I am out of place because I have not seen the video.
But I have not seen these thoughts expressed in this thread. If the turns
are less than 30 deg and the g load less than 1.5,, you may be ok if the
turn is 60 or more deg bank and g load 2 or above. You best know what the
stall looks and feels like, and at what speed, in that configuration. In these
conditions the stall can occur well above the straight and level stall speed.
And a stall at a high bank angle at 500 ft and under can cause a sudden
end to a very good day. Even if your engine is running.
>
> Boyd Young
>
>> [b]
>
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=295874#295874
>
>
>
>
>
>
>
>
>
>
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Subject: | Re: 180 turn back to the runway video |
At 01:25 PM 4/27/2010, Jason Omelchuck wrote:
>If you are not descending and under power you are correct. If you are
>power off and loosing airspeed, you are correct. If you are power off and
>descending at a constant airspeed, it is a 1G maneuver.
People argued with me in the previous thread you referenced, but I stand by
what I said: It is impossible to maintain a turn at constant airspeed
without exceeding 1G, unless your rate of descent constantly increases at
an acceleration rate corresponding to the loss of lift due to the bank.
Take a 45 degree bank, for example. In a normal, coordinated, level turn,
you pull 1.41G. If you put your aircraft into a 45 degree bank and hold
1G, the vertical component of lift will be only 0.707g; thus you'll have a
downward acceleration of 0.3g, or 9.4 ft/s/s, or 566 fpm/s. This means
that after one second, your rate of descent will have increased by 566
fpm. After four seconds, you're descending at 2264 fpm, which is a pretty
steep dive, and you WILL pull more than one g pulling out of it.
-Dana.
--
Wernher von Braun settled for a V-2 instead of a V-8.
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Subject: | Re: 180 turn back to the runway video |
The most ignored indicator that indicates stall independent of the ASI and
angle of bank is the AOA meter. Few have them mounted in their
aircraft.
Jack B. Hart FF004
Winchester, IN
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Subject: | Re: 180 turn back to the runway video |
Jason,
That was a great video you did on returning to the runway in the event of an engine
failure. The lesson to learn here is not to take a piece of advice like
" Never try to return to the runway if your engine quits " and apply it to every
situation. Many times Kolb pilots are flying from 5000 foot general aviation
runways that you would be close to 1000 feet at the end. If you had houses,
or trees in front, 1000 feet of altitude, and 5000 feet of general aviation
runway just behind you when the engine quit, only a fool would take the common
advice and land into a house or a tree in this situation. As the runway gets
shorter, it becomes more dangerous to turn back, and one should look for the
best place ahead or even 90 degrees left or right. On a super short runway, the
only option will be straight ahead. A good pilot should know about what runway
length and altitude will allow a return to the runway if the engine quits
in his airplane.
Its needless to say brand new Kolb pilots should not practice this until they know
their airplanes well and can do a banked power off turn without stalling.
Again, its just a matter of being smart. For most of us, practice like this
will make us safer in case of an engine failure. There are always a few new
or poorly skilled pilots that are safer never testing the limits of their planes.
Trying to apply one rule to everyone, or one rule for every situation just
shows a poor understanding of aviation.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=295942#295942
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Subject: | Re: BNC bulkhead connector |
"Show this to your local Radio Shack sales clerk. "
Your link is pretty much what the local Shack clerk showed me... Lots of BNC stuff,
but no bulkhead fitting like Jimmy is looking for. It's not in their system
at all. The Shack ain't what it used to be.
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=295978#295978
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