Today's Message Index:
----------------------
1. 05:43 AM - Samold, reminiscing (Jerry Painter)
2. 07:25 AM - Re: Downed Yak 52 - more info (V. Walker)
3. 07:48 AM - Re: "Over Square, back loading, detuning, underboost-etc. (Budd Davisson)
4. 07:59 AM - Re: Re: Glide speed and carrier approaches (Peter K. Van Staagen)
5. 09:38 AM - Re: "Over Square, back loading, detuning, underboost-etc. (Rob Rowe)
6. 10:02 AM - Re: All Red Star (Tom Elliott)
7. 02:45 PM - Final answer on ethanol testing (Mozam)
8. 04:09 PM - Re: Final answer on ethanol testing (Brian Lloyd)
9. 09:51 PM - would a full feathering propeller help? (Elmar Hegenauer)
10. 10:09 PM - Re: would a full feathering propeller help? (Brian Lloyd)
11. 10:59 PM - > Re: would a full feathering propeller help? (Elmar Hegenauer)
Message 1
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| Subject: | Samold, reminiscing |
Yall
I remember years ago my dad was at Boeing working on the 727, trying to cram
high-lift devices into the wing and still leave space for landing gear and
fuel. Triple-slotted trailing-edge flaps and Krueger leading-edge flaps
gave the three-holer reasonable runway performance and expanded the
cruise/stall speed ratio. Spoilers for speed control on descent. Then
there was the SLC crash and subsequent fire (followed by crew bailout while
the pax burned criminal negligence). It took old-timers a while to figure
out how to manage energy/L/D on approach. All that induced drag required
lots of power to get em to the threshold on a 3-degree glide slope. They
still wanted to use power to control glide path, too. No worky no mo
without that prop disc drag and long spool-up times. Reverse-loading was
de rigeur on Dougs and Connies, non? Or was it?
I guess we should be clear about the use of the term L/D in this context:
Were really talking about energy management in variable
lift/drag/power/descent-angle configurations. Things like flaps and gear,
propeller disc (sometimes), parasite and induced drag all play a part in the
L/D/energy equation and resultant glide ratio, and so does power and speed
just like with the 727. Unlike most 727 approaches, we don't usually make
long, flat straight-ins at fixed airspeed with all the laundry out.
When I learned to fly most of us were still being taught to always make
power-off, fixed-speed approaches, using the key position (wherever that
was) to somehow educate our eyeballs to make accuracy spot landings. It
was a difficult thing to learn, slips were considered cheating, but we used
em anyway. 200+/0- feet tolerance for Private Pilot, 100+/0- feet for
Commercial, same as now. Landing short was (and is) death. Lots of fun in
2-control Ercoupes. Wolfgang Langewiesche was a test pilot for Erco and
thats why he talks about slowing down to increase induced drag and steepen
the glide path in Stick and Rudderits right in the old Ercoupe POHs. Just
make sure you put the nose down at least 200AGL so you'll have energy to
generate the lift to stop the descent and make the
flareSmackerooney-McFaddee, otherwise. Spot landing contests were big
deals at small-airport fly-inswhich were actually participatory aerial
activities and not just about watching aerobatics and fly-bys. Not many
people had heard of Curtis Pitts or Betty Skelton, even if Cox had a Little
Stinker model, or EAA for that matter. Only a rare few had T-6s or Vultee
Vibrators, tres spensee. Cavalier was trying to sell P-51s to various
militaries. Bob Hoover was God incarnate.
Emergency landings were just like regular landings. Only a few schools
used 172s and they still made the same old fixed-speed 70mph approaches,
but had to make what seemed like multi-mile-finals to get em down to the
ground. Some didn't even bother to use the flapsoh, no, this is a big
airplane, very tricky, them flaps is dangerous. We only do that in great,
big Bonanzas or Navions (lovely old airplanes), but no, you can't fly one,
and multi-engine was for the high-buck crowd (I was just a kid, no dough not
hardly). We still see some of that happening today (and lots of schools
around here still use multi-engine airplanes for complex/high-performance
training, just like then), scary sometimes as always, though flap use
throughout the approach is pretty standard now. But lots still teach
fixed-speed approaches, 70mph/kts all the way from downwind to touchdown,
flaps extended and lots of power, 747 patterns, 150s to Duchi. Were
perfectly justified complaining about them taking up excess space and time,
plus the potential danger if it quits. But fact is, they seldom quit. Hard
sell. Gotta fit in, like it or no, safer that way.
I don't think Im unusual in advocating power-on, variable-speed,
incremental-flap-extension (when possible, late extension if not
incremental) and/or slipping (on short final) approaches, using a
combination of pitch and power to control descent path and airspeed, whether
in J-3s, 172s or Yaks. Never had a Pitts but am kinda looking for an S-2A
or CAP-10 to play and teach (myself included) with. One of these first fine
days. I'd love to have an RV or another Yak/CJ, but po boy (sorry, Craig,
for stealing your line) that I am, its gotta make $$$. No experimentals
allowed, sigh. How do you (legally?) do it, Larry Salganek?
For better or worse (and I think mostly better), the key position isn't
talked about much any more. New airplanes like C-172s and 150s with
their big flaps are kind of like 727s: if you want to use those
high-lift/high-drag devices anywhere other than short final you either have
to make very fast or very steep approaches and/or use power. Revolutionary
stuff, at least compared to T-crafts, Ercoupes and Luscombes. Single-engine
aircraft with performance like Yaks, CJs etc. are still mostly only used by
the military. And so we have complex, high-performance and
powered-lift (where can I get one?) ratings/endorsements and RPA events.
Big, bad, very scary.
Its easy to make the energy equivalent of a power-off, best L/D approach
(even the same flight path if you want), power-on, as long as you keep the
speed (energy) up, the pattern close-in (hose-nose curve if you like) and
incrementally reduce speed by reducing power and increasing drag to arrive
at fence speed on short final. Stabilize the approach path, vary the
speed. Doesnt take a lot of skill to land on the spot. Keeping the
speed up gives lots of margin above the stall and the inertia to get you to
the runway while keeping you cool if the fan stops turning and you start to
sweat. Not steep, not slow, FAST. Thats what I like about Jim Bourkes
high-speed 3-bladed speed-brake approach in his -54. You cant use the
prop like that on many airplanes, but Yaks and CJs have pretty effective
flaps and slipping your Pitts will slow it right down, too.
I understand what youre saying, Budd, I just think theres a better way,
most of the time, and its hard to fit steep and short into the flow, maybe
thats what youre trying to explain, you dont have to slip all the way, or
steep. Roger that. Maybe what I was doing when we flew your Pitts, slipping
steep, all the way from power reduction (off) to flare, wasnt what you
wanted me to do then, either, but thats what I thought you wanted. And it
was fun, even if I never mastered the roll-out. My aerobatical skills
arent much better now, either--havent had much opportunity to practice
(thats my excuse and Im sticking with it). Did you finish your hot rod?
High energy compensates for high drag and vice versa. No, you wont get max
L/D at high(er) speed, but not so bad, usually (up the wing loading/gliders
full of water exception), and altitude is still your friend. 360 overheads
are lots of fun, but I really dont understand fixed/low-speed power-off
360s with steep banks. Why not keep the power on and the speed up? Is it
that tough to formate while varying speed? Yaks, CJs and RVs have good
flaps, Pittses and even 3-control Aircoupes can generate lots of drag
slipping, no boards (?), yet, Doc.
Staying behind 70mph J-3s on downwind or speeding it up to stay ahead of
bizjets are problems we just have to deal with, regardless.
Push-Pull: My ignoramus presumption is that at/near zero-thrust with
significant, rapid throttle up-down or speed changes, the lash in the
gearbox can generate lots of alternating big inertial loads, wear and tear
on the gears, shafts, bearings etc. Reverse-loading, per se, is not the
problem, its the back and forth. No? Plus, Big round engines have lots of
reciprocating and rotating mass (though I understand R-2800s and maybe
others have 2800RPM redlines) to accelerate back and forth. Low compression
ratios and supercharging mean you can run at low RPM and high MAP and
maintain high MAP at altitude without stressing the engines, thereby
driving the prop and relieving inertial loads. The only way the prop can
drive the engine is high speed, high RPM (low pitch)/low MAP settings, i.e
, speed-brake operations. Eh?
So much for facts only, no old-wives tales, please etc. Sheesh.
Sometimes I discussed myself. Even more on my web site. Geez, I love this
flyin stuff, too, Pappy!
Jerry Painter
CFI, Chief (and only) Pilot, A&P, Permanent Latrine Orderly & c.
Wild Blue Aviation
425-876-0865
wild.blue@verizon.net
www.FlyWBA.com
Message 2
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| Subject: | Re: Downed Yak 52 - more info |
Hal. Please convey my sympathies as a fellow retired Delta pilot to the
Runyan family as well. Ben was a heck of a pilot and a good man.
Val
Message 3
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| Subject: | Re: "Over Square, back loading, detuning, underboost-etc. |
When it comes to big airplanes and radial engines, Randy is THE man. No one
in the universe has more experience both as a pilot of everything military
(radial and otherwise) and teaching people how to fly those. He's the
designated examiner for just about everything military that flies, including
(I believe) B-29's.
On 5/3/08 9:16 PM, "xiaobao" <aihuabao@yahoo.com> wrote:
>
>
>
>
>
> --- On Sat, 5/3/08, Roger Kemp M.D. <viperdoc@mindspring.com> wrote:
>
>>> ... Now I understand better <<
>
> Randy Sohn is surely one of the masters of the radial world, indeed, one of
> the masters of the legacy aviation world.
>
> There may be some reading this list who don't know his name. He's had a good
> bit to say about flying and it can be a good idea to search out his comment.
>
> best ...
>
> jack
>
>> From: Roger Kemp M.D. <viperdoc@mindspring.com>
>> Subject: RE: Yak-List: "Over Square, back loading, detuning, underboost-etc.
>> To: yak-list@matronics.com
>> Date: Saturday, May 3, 2008, 11:47 PM
>> Pappy,
>>
>> Thanks. So my theory according to this excerpt was correct
>> in feeling
>> comfortable in pulling the MAP to idle with the %RPM pushed
>> up.
>>
>> Now I understand better what is really going on at the
>> Master Rod main
>> bearing.
>>
>> Doc
>>
>>
>>
>> From: owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of
>> cjpilot710@aol.com
>> Sent: Saturday, May 03, 2008 9:14 PM
>> To: yak-list@matronics.com
>> Subject: Yak-List: "Over Square, back loading,
>> detuning, underboost-etc.
>>
>>
>>
>> There has been several things mentioned here about the
>> necessity or not of
>> staying "over square". Some are not quite sure
>> at what is happening. I
>> have "lived" with this a good many years and I
>> know that big radials will
>> not last long if you treat them poorly. In fact one of the
>> reasons the
>> bombers I fly stay "in business" is because of
>> the way we fly the engines.
>> Averaging around 300 plus hours a year per airplane -
>> that's equates to
>> about 600 takeoff and landings a year per airplane. If we
>> flew them the way
>> the USAAF did, we'd be changing engines every couple of
>> months. Usually we
>> change one engine per year per airplane. Here is how the
>> problem was
>> written up in Warbird Notes #3 in March 1994, by R.L. Sohn.
>> It is probably
>> the best explanation I've ever seen written.
>>
>>
>>
>>
>>
>> "Now the cause which we want discuss in this bulletin.
>> This happens when
>> the pilot pulls the throttle back to a very low MP.
>> --------- Under normal
>> conditions the master rod thrust bearing is loaded against
>> the crankshaft
>> from multiplicity of direction as all the pistons progress
>> through their
>> assigned firing order. Remember that all the other
>> connecting rods are
>> linked to this one master rod and the pressures on this
>> master rod journal
>> are the constantly changing resultant of all the pressures
>> exerted by these
>> pistons. The crankshaft is drilled on the thrust side
>> allowing oil access
>> to this area when under power. The heat is carried away
>> with the oil flow.
>> No oil hole is drilled on the anti-thrust side, it's
>> not considered
>> necessary since the hole the thrust side provides constant
>> lubrication from
>> pressurized oil flowing around the bearing. If this series
>> of alternating
>> forces is severely disturbed by a large reduction in MP
>> then the propeller
>> in effect is turning the engine. It might be helpful here
>> to visualize the
>> unloaded pistons trying to throw themselves out the top of
>> the cylinders.
>> In this case the load is continuously applied to this one
>> (anti-thrust side)
>> area of the master rod journal where no oil hole is
>> located. In short order
>> this "squeeze play" situation causes oil
>> (lubrication and cooling )
>> starvation resulting in failure to dissipate the frictional
>> heat. This
>> rapidly progresses from overheating to self destruction.
>> In some cases
>> during tear down the bleed holes have been found wiped full
>> of silver metal
>> from the multi-layered plating of the master rod
>> bearing"
>>
>>
>>
>> The Wright can stand up a little better the Pratts because
>> the they have
>> more master rod bearing area. The journal diameter of the
>> 1820 is about 3
>> 1/4" as compared to the 1830's 2 5/8". Both
>> have virtually the same
>> displacement.
>>
>>
>>
>> Comparing the M-14? There no doubt that the forces and
>> situation is the
>> same. However I do not know the oiling of the M-14. Jill
>> could elucidate
>> better than I on that. I think if you compare engine size
>> to horsepower (I
>> don't how to arthritically do that) I believe you'd
>> find the M-14 is
>> "beefier" for its HP. I know that I fly my M14
>> the same way I do the Pratts
>> and Wrights.
>>
>>
>>
>> Jim "Pappy" Goolsby
>>
>>
>>
>>
>>
>> _____
>>
>> Wondering what's for Dinner Tonight? Get new
>> <http://food.aol.com/dinner-tonight?NCID=aolfod00030000000001>
>> twists on
>> family favorites at AOL Food.
>
>
> Be a better friend, newshound, and
> know-it-all with Yahoo! Mobile. Try it now.
> http://mobile.yahoo.com/;_ylt=Ahu06i62sR8HDtDypao8Wcj9tAcJ
>
>
>
>
Message 4
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| Subject: | Re: Glide speed and carrier approaches |
Why does everyone assume that a stabilized approach can only be made in a
straight line? You can fly downwind, use aimpoint out the side of the
canopy, roll off the perch and make a 180 degree turn following a constant
descent path with a constant bank angle flying your aimpoint all the way to
touchdown. That is precisely a stabilized approach.
Squatch
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of
scott.glaser@thedefiantcompany.com
Sent: Saturday, May 03, 2008 4:35 PM
Subject: RE: Yak-List: Re: Glide speed and carrier approaches
Box pattern or continuous turn question aside, back in the day they trained
you to fly a stabilized approach and still be able to make the runway. A
homebuilt pilot found out the ramifications of being too far out at
Rosamond, CA last year. First flight of his homebuilt Zenith. He went for
a handful of power on base and didn't get it. He was too far out and hence
wound up on house roof .25 mile short of the runway (across the street from
my house). Granted this a bit of unusual situation in that it was
homebuilt's first flight but still, staying within gliding distance and
maintaining the pattern seem like a doable things considering the
consequences.
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Budd Davisson
Sent: Saturday, May 03, 2008 4:44 PM
Subject: Re: Yak-List: Re: Glide speed and carrier approaches
Somewhere where between 2002 and 2005, the feds removed a paragraph from the
PPL PTS that said they had to set up the aircraft in such a way on approach
so as to always be within power-off gliding distance. I suspect they removed
it because it was in direct contradiction to their statements about
stabilized, power-on approaches in a later section.
On 5/3/08 9:18 AM, "Brian Lloyd" <brian-1927@lloyd.com> wrote:
>
>
> On May 3, 2008, at 4:12 AM, <scott.glaser@thedefiantcompany.com>
> <scott.glaser@thedefiantcompany.com
>> wrote:
>
>>
>> No, no. Sorry if I was confusing. They did perform the power off
>> landings
>> but they were never taught to keep the airplane close enough to
>> glide to the
>> runway power off at all times. Wasn't even mentioned in their
>> training.
>
> Well, I think Jerry had it right. In the course of a flight you are
> rarely within gliding distance of a runway. And I did make the point
> about the likelihood of engine failure vs. dealing with bozos in the
> pattern. The incidence of bozos is much greater than the incidence of
> engine failure so if you have an either/or situation you need to
> accommodate the more likely scenario.
>
> So maybe the right answer IS "fly the published pattern."
>
> But I still prefer a continuous turn to final.
>
> <sigh>
>
> --
> Brian Lloyd 3191 Western Drive
> brian HYPHEN 1927 AT lloyd DOT com Cameron Park, CA 95682
> +1.916.367.2131 (voice) +1.270.912.0788 (fax)
>
> I fly because it releases my mind from the tyranny of petty things . . .
> Antoine de Saint-Exupry
>
> PGP key ID: 12095C52A32A1B6C
> PGP key fingerprint: 3B1D BA11 4913 3254 B6E0 CC09 1209 5C52 A32A 1B6C
>
>
>
>
>
>
>
>
Message 5
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| Subject: | Re: "Over Square, back loading, detuning, underboost-etc. |
FYI - extracted the following master connecting rod lubrication description from
the M14P manual ...
The crank-pin has a radial hole to supply oil from the crankshaft rear to its front
section and two radial holes to feed oil to the master connecting rod bushing
which are at an angle of 60 from the axis of symmetry in the direction of
crankshaft rotation
... and compiled the attached JPG file composite of the associated schematic diagrams from the same source (which won't be distributed with the daily digest email but can be found at ... http://forums.matronics.com/viewtopic.php?t=43148 )
I'll leave it to the engineers amongst you to determine the significance of this
description.
Rob R.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=181058#181058
Attachments:
http://forums.matronics.com//files/master_rod_lubrication_117.jpg
Message 6
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Possibly Wednesday the 14th Eh!
Tom Elliott
CJ-6A NX63727
702-595-2680
_____
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of num1pilot@aol.com
Sent: Saturday, May 03, 2008 12:05 PM
Subject: Yak-List: All Red Star
It is that time of year again. The RPA is having the All Red Star Fly-In
Thursday MAY 14th to Sunday MAY 18th. Grab a friend and come on out to have
a great time. Sign up now to help us determine how much food to order for
the catered meals!!!
If you have any questions, do not hesitate to contact me.
-Hartley "Postal" Postlethwaite
Air Boss
All Red Star VII
HYPERLINK
"http://www.flyredstar.org/helios//events/index.php?com=detail&eID=18"
\nhttp://www.flyredstar.org/helios//events/index.php?com=detail&eID=18
Here is the blurb off the RPA website:
ALL RED STAR VII May 14th to 18th, 2008
The Mother of all events is back! This is the largest gathering of civilian
owned ex-eastern bloc aircraft in the world! All warbirds are welcome to
join are fun, too. ARS VII promises to be the best yet. The same great
flying, great food, and great friends as you've come to expect in years past
with a focus on FAST training and mass formation practice preparing for this
year's big migration to OSH. Highlights include: Formation Challenge V,
Carrier landings III, flour bomb drop on a salvage car, ground seminars by
leading experts, FAST Ground school, aircraft judging, and Saturday Awards
Banquet.
This year we are excited to have Vietnam vet, Skunkworks Test Pilot and Reno
Champ Skip Holm as our keynote speaker. Wether you burn kerosene or 100LL,
this is the place to be. Jet qualified instructors will be on hand for
formation and recurrent training, as well.
Thanks again to our sponsors that help keep our registration fees low! We
still need a few more details before we can set pricing, but if you register
now we will notify you when you can complete your registration with payment
soon.... We look forward to having you at ARS VII 'A Unique Aviation
Experience'.
_____
Plan your next roadtrip with HYPERLINK
"http://www.mapquest.com/?ncid=mpqmap00030000000004" \nMapQuest.com:
America's #1 Mapping Site.
"http://www.matronics.com/Navigator?Yak-List"http://www.matronics.com/Naviga
tor?Yak-List
"http://www.matronics.com/contribution"http://www.matronics.com/contribution
Checked by AVG.
5:30 PM
Checked by AVG.
5:30 PM
Message 7
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| Subject: | Final answer on ethanol testing |
This is for informational purposes only. I am lucky enough to live where ethanol
free gasoline is available. If you're not sure of your supply this info may
come in handy.
A while back we had a running discussion about testing auto gasoline for the presence
of any ethanol. There was some confusion about the testing procedure,
specifically whether a small amount of water will "pull" the ethanol out of the
gasoline. The answer is YES it will.
The following is taken verbatim from an FAA Special Airworthiness Information Bulletin,
dated 27 OCT 06:
http://www.aopa.org/members/files/topics/saibce-07-06.pdf
If you are unsure about the presence of alcohol in your automobile gasoline, the
following test can be performed:
a. Using a glass or chemical-resistant plastic (such as TPX) container, mark ten
equally spaced volumes. A graduated cylinder is ideal; however, a non-tapered
glass jar, such as a large (quart) olive bottle, will work.
b. Add one part water (approximately 100 ml) into the container, fill to the first
mark, and then add nine parts (approximately 900 ml) of automobile gasoline,
fill to the top mark. Shake thoroughly, let stand for 10 minutes or until automobile
gasoline is again bright and clear. Record the apparent level of the
line between the automobile gasoline and water.
3. If alcohol is present in the automobile gasoline, the water will absorb it,
and the amount of water will appear to increase, indicating the automobile gasoline
should not be used in the aircraft. However, if the water level remains
the same, no alcohol is present in the automobile gasoline, and it can be used
in the aircraft.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=181090#181090
Message 8
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| Subject: | Re: Final answer on ethanol testing |
On May 4, 2008, at 2:42 PM, Mozam wrote:
>
> This is for informational purposes only. I am lucky enough to live
> where ethanol free gasoline is available. If you're not sure of
> your supply this info may come in handy.
>
> A while back we had a running discussion about testing auto gasoline
> for the presence of any ethanol. There was some confusion about the
> testing procedure, specifically whether a small amount of water will
> "pull" the ethanol out of the gasoline. The answer is YES it will.
>
> The following is taken verbatim from an FAA Special Airworthiness
> Information Bulletin, dated 27 OCT 06:
>
> http://www.aopa.org/members/files/topics/saibce-07-06.pdf
In your reference above it says:
There is an increasing use of ethanol in
automobile gasolines. The Energy Policy Act
of 2005 replaces the 2 percent oxygen standard
Alcohol present in automobile
gasoline is subject to phase separation,
which happens when the fuel is cooled
as a result of the aircrafts climbing to
higher altitude. When the alcohol
separates from the gasoline, it may
carry water that has been held in
solution and that cannot be handled by
the sediment bowl.
To me this implies that the alcohol holds water in the fuel, not that
the water pulls the alcohol out of the fuel. And that is certainly how
I learned it and it is certainly what I remember from having
constructed alcohol-in-fuel testers before.
But, what the heck, I have been wrong many times and my memory isn't
what it used to be. I think I feel an experiment coming on.
> If you are unsure about the presence of alcohol in your automobile
> gasoline, the following test can be performed:
> a. Using a glass or chemical-resistant plastic (such as TPX)
> container, mark ten equally spaced volumes. A graduated cylinder is
> ideal; however, a non-tapered glass jar, such as a large (quart)
> olive bottle, will work.
> b. Add one part water (approximately 100 ml) into the container,
> fill to the first mark, and then add nine parts (approximately 900
> ml) of automobile gasoline, fill to the top mark. Shake thoroughly,
> let stand for 10 minutes or until automobile gasoline is again
> bright and clear. Record the apparent level of the line between the
> automobile gasoline and water.
> 3. If alcohol is present in the automobile gasoline, the water will
> absorb it, and the amount of water will appear to increase,
> indicating the automobile gasoline should not be used in the
> aircraft. However, if the water level remains the same, no alcohol
> is present in the automobile gasoline, and it can be used in the
> aircraft.
Now we know that no one would ever publish something that had errors
in it, especially the FAA, so it can't possibly be wrong. OTOH, did
you actually try this under controlled conditions to see what happened?
BTW, the last sentence is correct: if the water level stays the same
the fuel is safe to use. I suspect that no one ordinarily notices
whether the apparent water level goes up or down, just that it is
different.
The only path to the answer is to actually try it out. I went looking
for an olive jar to try it out for myself but can't find one in the
house. I have test-tubes and graduated cylinders at school which I can
grab tomorrow in order to perform this test. Once I do that then *I*
will have the final answer on ethanol testing regardless of what
*anyone* has to say about it.
--
Brian Lloyd 3191 Western Drive
brian HYPHEN 1927 AT lloyd DOT com Cameron Park, CA 95682
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
Antoine de Saint-Exupry
PGP key ID: 12095C52A32A1B6C
PGP key fingerprint: 3B1D BA11 4913 3254 B6E0 CC09 1209 5C52 A32A 1B6C
Message 9
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| Subject: | would a full feathering propeller help? |
I've read all the postings regarding
the GLIDING RANGE, thank you very much
everybody.
Now here comes my question: Would a
full feathering propeller improve the
engine off landings characteristics of
a Nanchang or a YAK?
cheers
Elmar
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Message 10
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| Subject: | Re: would a full feathering propeller help? |
On May 4, 2008, at 9:48 PM, Elmar Hegenauer wrote:
> >
>
>
> I've read all the postings regarding
> the GLIDING RANGE, thank you very much
> everybody.
> Now here comes my question: Would a
> full feathering propeller improve the
> engine off landings characteristics of
> a Nanchang or a YAK?
Landing characteristic or gliding characteristic? It would certainly
help with glide after an engine failure. However, I am not sure if I
would want to feather the prop for a normal landing.
--
Brian Lloyd 3191 Western Drive
brian HYPHEN 1927 AT lloyd DOT com Cameron Park, CA 95682
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
Antoine de Saint-Exupry
PGP key ID: 12095C52A32A1B6C
PGP key fingerprint: 3B1D BA11 4913 3254 B6E0 CC09 1209 5C52 A32A 1B6C
Message 11
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| Subject: | Re: > Re: would a full feathering propeller help? |
Thanks Brian, I've meant
in a case of emergency
with a dead engine and
a windmilling propeller.
cheers
Elmar
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