Today's Message Index:
----------------------
1. 06:55 PM - Re: Best glide speed RV6A (Doug Gray)
2. 07:40 PM - Re: Best glide speed RV6A (Linn Walters)
3. 08:35 PM - Re: Best glide speed RV6A (Skylor Piper)
Message 1
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| Subject: | Re: Best glide speed RV6A |
When discussing best glide I am never sure if we are talking about best glid
e endurance or best glide range. Which do we use?
I have never tested these on my RV-6 but intend to do so now the engine has a
couple of hundred hours. If someone can point me to a recommended procedure
this would be helpful too.
Doug Gray
Sent from my iPad
> On 21 May 2015, at 9:18 am, Denis Walsh <denis.walsh@comcast.net> wrote:
>
> Charlie, I have a 6A, and I agree with your ball park figure; however I w
ould caution there are many variables: prop (cs or fixed), power status (sto
pped prop or windmill), airplane weight, Idle rpm of your engine, etc. Ther
e are probably more.
>
> In my case I have an average weight 180hp with c/s prop and low idle speed
. I use 80 to 90 knots for glide and across the fence 75K. That leaves a l
ot of speed to kill in the flare but I have a low idle speed and lots of dra
g if windmilling. This is what I practice with. It gives a rather steep gl
ide and I am sure it would be quite different with a stopped prop or partia
l power, but I feel these would make for a better glide which I could deal w
ith. I always practice with the prop in max RPM so I have max drag.
>
> One can practice for the zero thrust, min drag glide if you fiddle with t
he throttle to establish zero thrust, but I consider this to be too tough fo
r me and of minimal value in an emergency which will almost certainly be dif
ferent than you practiced any way! My opinion is the same about practicing w
ith coarse pitch glides. I don=99t think you can count on having enou
gh oil pressure to go coarse pitch in many engine failure scenarios. So I j
ust practice the worst case, with low pitch low rpm, and glide at 80-90, unt
il the field is made then flare, add drag and land. I figure if my emergenc
y has better glide angle than I have practiced, I can put the flaps down soo
ner or side slip. Coming up short on final is, on the other hand usually no
t a good option.
>
> I certainly don=99t claim this is the best or the only way to practi
ce, it=99 s just the way I do it, as you asked, based on a lot of prac
tice over the past 18 years and 3100 hours in the 6A. You would have though
t i would have worn it out by now but it is still going strong..
>
> I hope your shoulder heals soon.
>
>
> Denis Walsh
> denis.walsh@comcast.net
>
>
>
>> On 20May, 2015, at 11:07, <cheathco@cox.net> <cheathco@cox.net> wrote:
>>
>> Interesting article in Flying mag (may) re dead stick landings. I experi
mented with determining that quite bit when I first got my 6A, based at LZU
at the time. That was in late 04/early 05. I never felt I could absolutly p
ut a number on it, but settled on 75/80 mph, pretty much speed on final. Th
is article got me thinking about it again, but due to very recent rt shoulde
r surg, I will no be flying for a while. ( think I could manage everything e
xept flaps but getting in and especially back out may take a while). Anyway,
would like to hear from 6A drivers what they would use for dead stick air s
peed? Charlie H
>>
>>
>>
>> This email has been checked for viruses by Avast antivirus software.
>> www.avast.com
>>
>>
>>
>>
>> class="">http://www.matronics.com/Navigator?RV-List
>> class="">http://forums.matronics.com
>> class="">http://www.matronics.com/contribution
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>
>
>
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>
Message 2
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| Subject: | Re: Best glide speed RV6A |
I think best glide endurance and best glide range might be the same ....
at least it is to me.
What I do is start 10 miles out from my airport at 5000 feet .... in
still air if I can find it. Pick an airspeed (I like 70 for the first
try) and try to hold the airspeed steady.
I want to be over the airport at 1000 feet ..... pattern altitude for me
..... but record the altitude (or distance from the airport if short)
you get and you can figure the glide ratio. If you repeat the procedure
for 65, 75, etc. you'll home in on the best glide ratio for your
particular plane. It's something to do while you're flying off those 20
or 40 hours in phase 1.
Linn
On 5/21/2015 9:54 PM, Doug Gray wrote:
> When discussing best glide I am never sure if we are talking about
> best glide endurance or best glide range. Which do we use?
> I have never tested these on my RV-6 but intend to do so now the
> engine has a couple of hundred hours. If someone can point me to a
> recommended procedure this would be helpful too.
> Doug Gray
>
> Sent from my iPad
>
> On 21 May 2015, at 9:18 am, Denis Walsh <denis.walsh@comcast.net
> <mailto:denis.walsh@comcast.net>> wrote:
>
>> Charlie, I have a 6A, and I agree with your ball park figure;
>> however I would caution there are many variables: prop (cs or fixed),
>> power status (stopped prop or windmill), airplane weight, Idle rpm of
>> your engine, etc. There are probably more.
>>
>> In my case I have an average weight 180hp with c/s prop and low idle
>> speed. I use 80 to 90 knots for glide and across the fence 75K.
>> That leaves a lot of speed to kill in the flare but I have a low
>> idle speed and lots of drag if windmilling. This is what I practice
>> with. It gives a rather steep glide and I am sure it would be quite
>> different with a stopped prop or partial power, but I feel these
>> would make for a better glide which I could deal with. I always
>> practice with the prop in max RPM so I have max drag.
>>
>> One can practice for the zero thrust, min drag glide if you fiddle
>> with the throttle to establish zero thrust, but I consider this to be
>> too tough for me and of minimal value in an emergency which will
>> almost certainly be different than you practiced any way! My opinion
>> is the same about practicing with coarse pitch glides. I dont think
>> you can count on having enough oil pressure to go coarse pitch in
>> many engine failure scenarios. So I just practice the worst case,
>> with low pitch low rpm, and glide at 80-90, until the field is made
>> then flare, add drag and land. I figure if my emergency has better
>> glide angle than I have practiced, I can put the flaps down sooner or
>> side slip. Coming up short on final is, on the other hand usually
>> not a good option.
>>
>> I certainly dont claim this is the best or the only way to practice,
>> it s just the way I do it, as you asked, based on a lot of practice
>> over the past 18 years and 3100 hours in the 6A. You would have
>> thought i would have worn it out by now but it is still going strong..
>>
>> I hope your shoulder heals soon.
>>
>>
>> Denis Walsh
>> denis.walsh@comcast.net <mailto:denis.walsh@comcast.net>
>>
>>
>>
>>> On 20May, 2015, at 11:07, <cheathco@cox.net
>>> <mailto:cheathco@cox.net>> <cheathco@cox.net
>>> <mailto:cheathco@cox.net>> wrote:
>>>
>>> Interesting article in Flying mag (may) re dead stick landings. I
>>> experimented with determining that quite bit when I first got my
>>> 6A, based at LZU at the time. That was in late 04/early 05. I never
>>> felt I could absolutly put a number on it, but settled on 75/80 mph,
>>> pretty much speed on final. This article got me thinking about it
>>> again, but due to very recent rt shoulder surg, I will no be flying
>>> for a while. ( think I could manage everything exept flaps but
>>> getting in and especially back out may take a while). Anyway, would
>>> like to hear from 6A drivers what they would use for dead stick air
>>> speed? Charlie H
>>>
>>>
>>> ------------------------------------------------------------------------
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>>> class="">http://forums.matronics.com
>>> class="">http://www.matronics.com/contribution
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>>
>> *
>>
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> Checked by AVG - www.avg.com <http://www.avg.com>
>
Message 3
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| Subject: | Re: Best glide speed RV6A |
"Best glide" usually refers to best glide angle, i.e. the speed at which the
aircraft will cover the most distance for a given amount of altitude loss i
n still air. In engine out situations, this is usually what we're intereste
d in because we want to go the most distance possible with the amount of alt
itude that we have. I believe best glide angle typically coincides with the
speed at which L/D is the greatest in still air.
Best endurance is the speed at which the rate of descent is minimum. This i
s useful for getting the most time possible for troubleshooting, but not nec
essarily traveling the greatest distance. Best endurance can occur at a sig
nificantly lower airspeed than best angle, so while the rate of descent may b
e minimized, less forward progress is made per unit time resulting in a stee
per glide angle.
Skylor
Sent from my iPhone.
> On May 21, 2015, at 6:54 PM, Doug Gray <dgra1233@bigpond.net.au> wrote:
>
> When discussing best glide I am never sure if we are talking about best gl
ide endurance or best glide range. Which do we use?
> I have never tested these on my RV-6 but intend to do so now the engine ha
s a couple of hundred hours. If someone can point me to a recommended proced
ure this would be helpful too.
> Doug Gray
>
> Sent from my iPad
>
>> On 21 May 2015, at 9:18 am, Denis Walsh <denis.walsh@comcast.net> wrote:
>>
>> Charlie, I have a 6A, and I agree with your ball park figure; however I w
ould caution there are many variables: prop (cs or fixed), power status (sto
pped prop or windmill), airplane weight, Idle rpm of your engine, etc. Ther
e are probably more.
>>
>> In my case I have an average weight 180hp with c/s prop and low idle spee
d. I use 80 to 90 knots for glide and across the fence 75K. That leaves a l
ot of speed to kill in the flare but I have a low idle speed and lots of dra
g if windmilling. This is what I practice with. It gives a rather steep gl
ide and I am sure it would be quite different with a stopped prop or partia
l power, but I feel these would make for a better glide which I could deal w
ith. I always practice with the prop in max RPM so I have max drag.
>>
>> One can practice for the zero thrust, min drag glide if you fiddle with t
he throttle to establish zero thrust, but I consider this to be too tough fo
r me and of minimal value in an emergency which will almost certainly be dif
ferent than you practiced any way! My opinion is the same about practicing w
ith coarse pitch glides. I don=99t think you can count on having enou
gh oil pressure to go coarse pitch in many engine failure scenarios. So I j
ust practice the worst case, with low pitch low rpm, and glide at 80-90, unt
il the field is made then flare, add drag and land. I figure if my emergenc
y has better glide angle than I have practiced, I can put the flaps down soo
ner or side slip. Coming up short on final is, on the other hand usually no
t a good option.
>>
>> I certainly don=99t claim this is the best or the only way to pract
ice, it=99 s just the way I do it, as you asked, based on a lot of pra
ctice over the past 18 years and 3100 hours in the 6A. You would have thoug
ht i would have worn it out by now but it is still going strong..
>>
>> I hope your shoulder heals soon.
>>
>>
>> Denis Walsh
>> denis.walsh@comcast.net
>>
>>
>>
>>> On 20May, 2015, at 11:07, <cheathco@cox.net> <cheathco@cox.net> wrote:
>>>
>>> Interesting article in Flying mag (may) re dead stick landings. I exper
imented with determining that quite bit when I first got my 6A, based at LZ
U at the time. That was in late 04/early 05. I never felt I could absolutly
put a number on it, but settled on 75/80 mph, pretty much speed on final. T
his article got me thinking about it again, but due to very recent rt should
er surg, I will no be flying for a while. ( think I could manage everything e
xept flaps but getting in and especially back out may take a while). Anyway,
would like to hear from 6A drivers what they would use for dead stick air s
peed? Charlie H
>>>
>>>
>>>
>>> This email has been checked for viruses by Avast antivirus software.
>>> www.avast.com
>>>
>>>
>>>
>>>
>>> class="">http://www.matronics.com/Navigator?RV-List
>>> class="">http://forums.matronics.com
>>> class="">http://www.matronics.com/contribution
>>>
>>
>>
>>
>> D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
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>> st"">http://www.matronics.com/Navigator?RV-List
>> D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
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D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>> //forums.matronics.com
>> D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
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D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>> ot;">http://www.matronics.com/contribution
>> D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
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>>
>
>
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>
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