Spins

wrote in news:f978f345-d4d6-47ba-8e2f-abe016c2b8e8
@i29g2000prf.googlegroups.com:

One thing worth mentioning regarding spins is that an awful lot occur
during engine failures and the pilot forgets rule number one. Aviate.
They start messing around looking for cab heat or fuel selectos and
don't pay enough attention to the attitude. Better to fly into a barn
than to allow the airplane to spin in.

Bertie-

I think that's right.

On my last flight, with an instructor during a checkout, conversation
with him made me drift all over the place course wise. Alone I'm
always dead on. Same with altitude.

Real slop. I guess that's one of the next rungs up: be able to nail
that kind of thing while holding a conversation.

Of course you're talking about something different. Have you ever had
to put down with no power, by the way?



Only about 700 times!

696 were kind of expected to go that way, though.

and tow of the remaing four were also kind of expected since we ran out of
gas!
Not bragging about that BTW.


Bertie

Bertie the Bunyip wrote:
Have you ever had to put down with no power, by the way?

Only about 700 times!

696 were kind of expected to go that way, though.

Bertie

kinda curious

What kind of flying are you doing where you're expecting to be letting down
w/o power?

I mean, for me its actually 100%

--
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"Kloudy via AviationKB.com" u33403@uwe wrote in
news:7e5db3ce8f0d3@uwe:

Bertie the Bunyip wrote:
Have you ever had to put down with no power, by the way?

Only about 700 times!

696 were kind of expected to go that way, though.

Bertie

kinda curious

What kind of flying are you doing where you're expecting to be letting
down w/o power?

I mean, for me its actually 100%


Well, the relatively large number should have been a bit of a clue!

Gliders.

The others weren't that dramatic really.

Bertie

On Thu, 17 Jan 2008 23:31:06 GMT, "Kloudy via AviationKB.com"
u33403@uwe wrote:

What kind of flying are you doing where you're expecting to be letting down
w/o power?

I go to idle when I'm abreast of the touchdown point. I finish the
downwind, and fly the base and final legs, without power unless I've
goofed in turning base too late.

And that reminds me: I've often wondered how much difference it makes
if the engine is actually dead and the prop is windmilling, as opposed
to revolving at idle. If I do actually lose engine power, will I sink
more rapidly?

Blue skies! -- Dan Ford

Claire Chennault and His American Volunteers, 1941-1942
new from HarperCollins www.FlyingTigersBook.com

Cubdriver wrote:
On Thu, 17 Jan 2008 23:31:06 GMT, "Kloudy via AviationKB.com"
u33403@uwe wrote:

What kind of flying are you doing where you're expecting to be letting down
w/o power?

I go to idle when I'm abreast of the touchdown point. I finish the
downwind, and fly the base and final legs, without power unless I've
goofed in turning base too late.

And that reminds me: I've often wondered how much difference it makes
if the engine is actually dead and the prop is windmilling, as opposed
to revolving at idle. If I do actually lose engine power, will I sink
more rapidly?

Blue skies! -- Dan Ford

Claire Chennault and His American Volunteers, 1941-1942
new from HarperCollins www.FlyingTigersBook.com

Far less drag on a dead prop than on the windmilling disk, but it
shouldn't matter really. On any unpowered landing you should be making
your altitude and airspeed adjustments in the approach automatically
using the sight picture the configuration of the airplane is giving you
based on the remaining geometry that you're seeing between where you are
in the approach vs where you have to be to make the landing at the spot
chosen.
Much is made of the drag factors between these two scenarios, but as it
relates to the real life situation, it's what you see vs what has to be
done that matters. All you need to be dealing with in a power off
landing is the scenario you've been given.


--
Dudley Henriques