Todd Thelin wrote:
"I often wonder though if we are training ourselves for an unrealistic
feel for how to set up for an engine failure. I imagine that the engine
produces a different amount of drag when idling than it does when either
totally stopped or when windmilling. I have not experimented with either
scenario, as I don't consider myself a test pilot, but it does make me
wonder."
-------------------
I did that glide and windmilling testing back in 2006, and for our
little bitty wooden props, it makes no measurable difference whether
idling or stopped. And they don't windmill at all, even if you put it
in a very steep dive, at least not my little Sterba and Sensenich props.
See http://www.n56ml.com/performance/ for more details about best
climb, best glide, etc at http://www.n56ml.com/performance/ . Start at
the top and read it all, and you'll likely be better armed for an
"unplanned gliding experience"....of which I've had more than my fair
share! I guess that makes me a test pilot.....
Mark Langford
m...@n56ml.com
http://www.n56ml.com
Huntsville, AL
On 11/3/2024 2:25 PM, Todd Thelin via KRnet wrote:
Mark,
I also use the same technique in my KR2S of throttling back to idle,
once I feel the airport is made I and landing without touching the
throttle. This seems very natural to me as I learned to fly in
gliders, where we didn't have a throttle to distract us, and also
developed slipping skills to adjust our rate of descent on final as
necessary. I usually end up higher and faster than planned for, but
better than lower than slower. :)
I often wonder though if we are training ourselves for an unrealistic
feel for how to set up for an engine failure. I imagine that the
engine produces a different amount of drag when idling than it does
when either totally stopped or when windmilling. I have not
experimented with either scenario, as I don't consider myself a test
pilot, but it does make me wonder.
Just to chime in on the Tri-cycle gear v. Tail-wheel subject, I have
only ever a KR2S with a tail-wheel. So maybe I don't know what I'm
missing, but it seems both a very stable platform, and has never given
me any reason for concern on landings. I have always wondered at the
pilots I have seen paddling their rudders like crazy as they touch
down, and wondered why? It seems natural to me to only use enough
input to keep you straight down the center line. I fly other fixed
wing aircraft that have nose wheels on them and agree that they are
also very docile on landing and don't require much input either to
track straight down the center line, but it seems they are over rated
to me. It's just a matter of learning each machine. Kind of like how
so many youngsters these days think a standard transmission car is
hard to drive. It's just different. Once you learn it, you do it
without thinking.
Cheers,
Todd Thelin
Spanaway, WA
On Sunday, November 3, 2024 at 11:28:44 AM PST, Mark Langford
<m...@n56ml.com> wrote:
Joe Horton wrote:
I recently spoke to a long time builder that has seen the light and
converted to trigear. If the fuselage is not been built as a
stretched length I would seriouly consider changing to a fixed Trigear
configuration for ground handling and landing safety.
-----
Joe may be talking about me. I was all about top speed and fuel
economy while I was building my KR2S, and I went with a taildragger
setup toward that end. it wasn't bad from a ground handling
standpoint, but still required getting used to and "flying it all the
way to the chocks". Then I bought Jim Faughn's KR2 taildragger
N891JF, and it was downright squirrelly on the runway, and I've lost
it a few times, especially on our very narrow runway. And I've
knocked down a few runway lights!
Then I bought Joe's tri-gear KR2S N357CJ, and it was amazingly tame
during landing....a total non-event! Rather than requiring constant
input to keep from running off our narrow runway, it was not only
controllable, but it was right down the center line, with no action
required! A total non-event. It's down at the moment for some
routine firewall forward work, but I'll have it flying again shortly.
I've also discovered that I rarely fly either KR wide open.....I'm
just more into fuel economy and engine longevity than I am in bragging
about how fast I can get somewhere. I just leave a little earlier! I
go full throttle on climbout from the runway, then throttle back a bit
to climb to my usual 9500' or 10,000" cruise altitude. After that, I
throttle back a little more and enjoy the view. About the only time I
increase throttle after that is to get over some clouds that I can't
dodge otherwise. When I get ready to land, I pull the throttle back to
idle at what I think will barely get me on the runway (even if the
airport is several miles away), and practice an emergency landing. I
do my best to glide all the way in without power (just idling), and if
I'm too high I slip the crap out of it as far as I need
to....sometimes within a few feet of touchdown. All of my landings
are done at idle. This constant practice gives me experience
regarding how far I can glide from a given altitude, and still do a
decent landing, just in case the engine croaks. It happens......
Mark Langford
m...@n56ml.com <mailto:m...@n56ml.com>
http://www.n56ml.com <http://www.n56ml.com>
Huntsville, AL
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