Hi Dan, Your "different take" is still "spot on".
My "point" was that few coupers seriously consider investigate what the plane can do and what it can't if the engine quits. They apparently believe that the bag of luck everyone has in the beginning will not run out before they quit flying. While I share that belief, I wish to be frugal and not squander my share of luck. It is not always possible to achieve a desirable outcome from an emergency by relying on luck instead of skill acquired through preparation. In a design that is not a "floater" in the glide there are fewer landing spots to consider within gliding range, and it's important to not waste time on those outside gliding range. You have not only done this, but worked out a "plan of action" based on personal knowledge. Your explanation of what "works for you" is logical and I do not doubt that it works for any "new plane" you decide to fly. It is, in essence, the same learning process I suggest with minor differences in the specifics. I would fly with you anytime! WRB -- On Jan 2, 2010, at 12:09, Caliendo Dan wrote: > > > I have a little different take on all this. One of the first things I > do with a new plane is determine what spot on the wing is where I will > land with no power. (On my Cherokee 6 it was a line of > rivets about half way out on the wing). On my Ercoupe it is under the > tip of the wing. I do this by practicing engine out landings at a > local airport doing touch and goes. I have a small airport > nearby with 5,000 ft runway and not much traffic so I pick about > midway on the runway as my touchdown spot. That allows me to end up > short or long until I determine the answer. > The advantage to this method is it doesn't change with altitude, > instrument variation or others factors that may be difficult to > remember when the engine quits. (My experience is that I lose > a lot of memory without the engine running.) Use the same airspeed for > your ASI on all landings (after you have determined "best glide speed" > for your plane during these practice T & Go's.) > As with any landing, the spot straight ahead that isn't moving up or > down on the windshield is the spot you will end up with if you > continue straight ahead. > Once I have determined the above I also determine how much I can lose > by slowing the plane, doing S turns, or slipping the plane if you have > rudder pedals. I like to be long on my > engine out landings and lose some extra when I have the spot > "made"....I haven't had as much luck getting more distance as I have > at losing extra! > One other advantage to this method is you get to experience just what > ground effect will do that you don't get practicing at 4,000 feet. > > Dan Caliendo > Ercoupe Mach 0.14 > 3658H
