----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]----on 09/04/03 12:16 PM, alan1 at [EMAIL PROTECTED] wrote:
My wife is nervous that if the engine quits, we are going straight down into the ground....(I hope that's not true)...-----------------------------------------------------------
Thanks.
O
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Alan
Yo, Alan
There are two parts to your wife's concern which are similar in any airplane.
First, the glide ratio limits the choice of landing sites. It's up to the pilot to exercise proper judgement. Each of us, as part of flight training, should have practiced "engine outs" and should have demonstrated to his/her instructor an ability to select a reasonable landing site from those we are "supposed" to keep spotted within gliding distance at all times.
I thought Richard's and Ed's recommendations excellent in this regard. It helps to confirm your own "best" glide speed (minimum rate of sink) and post it where you'll have it if you need it. A VSI is an instrument well worth its cost and weight, both day-to-day and in an emergency.
Second, you have to land the plane! You've done this before, right? Any competent pilot is expected to control this process. A pilots license remains a license to learn. A disadvantage to learning from experience is that sometimes the instruction and the exam are simultaneous!
While flying a wide, long pattern has become commonplace at busy airports; keep in mind the risk involved in any flight further from a runway than you can glide. When possible, fly close-in patterns from which you can still make the runway in event of sudden power loss. If you vary from pattern altitude, vary always on the "high" side for greater safety and options.
It is possible to always land "power off" (sort of) if one has judged an approach correctly. That is to say with an ACCURATE airspeed indicator, without extreme crosswinds, and with trim in "cruise" position (that's right), a good stabilized approach is gliding 70 mph over the fence with the throttle set for 300 fpm sink.
SLOWLY closing the throttle to idle while SMOOTHLY bleeding off airspeed by pulling the yoke back increases the angle of attack to arrest the decent slightly nose high with the mains about 6" off the runway and the yoke all the way back. From there the bird smoothly settles as it slows; first on the mains, as it should. Many are not aware the tires "chirp" about 9-12" before the weight of the plane is actually on them.
This uses lots of runway until second nature. Even then, it's NOT a short-field technique. It makes the pilot look good, and it's VERY easy on airframe, tires and brakes. There is also great personal confidence and satisfaction in the proficiency possible with practice. Given 2,000' runway and minimum touchdown speed, you will use the brakes so little the Goodyears will never wear out their pucks and Clevelands are unnecessary efficiency! Your disks can rust from disuse, so use them enough to maintain proper operation.
It's been a while, but my recollection is, flying a fairly close pattern, you will touch down on the runway roughly in line with where your left wing points on downwind at pattern altitude. If this isn't true for you, vary your downwind (parallel) distance from the runway until it does.
Since most people can land a coupe in 600-800', if an engine quits mid field on downwind, forget the threshhold. Turn for the runway right there to achieve a CONTROLLED mid field touchdown.
Engine-out rate of sink is well over 300 fpm, but I seem to recall "arrivals" at up to 500 fpm were not supposed to result in damage if oleos and rubber donuts were in fully operable condition. Sufficient airspeed for a proper flare at touchdown is much more critical.
ESM-19 states that "Flight check should show a glide speed of 68-70 mph with trim unit set at "nose up" for Serial Nos. 212-1622. ESM-38 states "With the trim handle full back, the airplane is trimmed for a power off glide at 65-75mph... For coupes with the split elevator (and 1400 lb. gross), ESM 35A requires that "Power off minimum air speed is 60 mph".
If the engine quits earlier on downwind (you're at pattern altitude, right?), again, turn for the runway right there (a radio call announcing your emergency and intentions would be nice here...your adrenalin will have "popped", and you'll perceive you have all the time in the world) for a DOWNWIND landing (if there's no better option).
Better yet, find a coupe-proficient instructor and work on all this as your BFR! Find a tower airport willing to work with you when they're not busy. PRACTICE close patterns, flying the length of the runway 6-12" off without touching, and (simulated) engine off landings.
BUT FIRST, some words of caution here. Check out the airspeed WELL with a good GPS. Practice REALLY slow flight if you haven't done it since flying with your instructor. I had one coupe with the usual benign stall with the instructor in the plane rotate 90ยบ to the left and seriously nose DOWN the instant I tried to do the manouver solo! Glad I was at 4,000'!
Finally, every off-runway landing is unique. You "Do what you can, with what you have, where you are", per Teddy Roosevelt. You "have" more to "do...with" serious prior preparation.
Regards,
William R. Bayne
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