150 Knots Over the Fence

[pauldan181]

Paul
Have you considered sending some of your work to Flying magazine? Those folks could really use some help. If it wasn't for their great photography and Peter Garrison I would have cancelled my subscription years ago.

OK, Lane Wallace's column is pretty good, sometimes brilliant.

Paul Danclovic
Jamestown NC
RV-8A N181SB

[N282S]

[quote=Ironflight;351123]Not yet....and Thank You!

That's twice I've heard the "Not yet". So, how long do we wait?

[flickroll]

Originally Posted by pauldan181

Paul
Have you considered sending some of your work to Flying magazine? Those folks could really use some help. If it wasn't for their great photography and Peter Garrison I would have cancelled my subscription years ago.

Paul Danclovic
Jamestown NC
RV-8A N181SB

I canceled my subscription 2 or 3 years ago. I did enjoy Garrison, the photography, and 'I Learned About Flying From That'. But finally it was the arrogance of Richard Collins that pushed me over the edge. I don't miss it at all.

[n5lp]

The day before Paul's story, I had pretty much the opposite experience.

I have a fixed pitch RV, and yes, there is no doubt that the CS folks have way more slowing down options. Compared to what I experienced on Saturday though, a fixed pitch RV is fantabulous for getting down fast.

I decided to take my flight review in the local FBO's newly acquired DA-20C1 just to experience a new aircraft after spending so long in the RV. This airplane is derived from a motor-glider and has an aspect ratio and glide ratio way above the normal Cessna, not to mention an RV.

I liked the airplane, despite control pressures that seemed excessive. It had many nice things like a really good cruise speed for the power and excellent visibility, probably similar to the RV-12 down in front of the wing. There are also some rather odd things, like the need to run the fuel pump pretty much all the time except in level flight cruise and the temperature limitation for operation. You don't go if the spar is too hot!

The landings were the really fun thing. It was necessary to go to idle power and full flaps really early in the pattern to get the thing down in the absence of a bomber pattern and I really don't like those bomber patterns. If you can get low enough, the landing itself is really really easy.

For the final landing I wanted to try one with no flaps, so I was at the place Paul was, but I was at about 65 knots, versus the full flap approach speed of 52 knots. I floated and floated and floated and touched down near mid-field on a long runway and rolled to the end-of-runway turnoff.

RV-8 versus DA-20, well the RV is way more flexible and shoot, it is more fun too!

[rmcgann]

Hi folks,

Following is an extract from the Lycoming IO 540 operators manual:

"These engines are equipped with a dynamic counterweight system and must be operated accordingly; avoid high engine speed, low manifold pressure operation. Use a smooth steady movement of the throttle (avoid rapid opening and closing). If this warning is not heeded, there could be severe damage to the counterweights, roller and bushings."

So, if we use full fine pitch (high RPM) with the throttle all the way off to slow down, aren't we inducing the condition we are warned against?

I am a philistine when it comes to engine technology, and I'm on a serious learning exercise on the proper management of my engine. But I would have one **** of a time slowing down my -10 without the throttle seriously retarded while maintaining cruise rpm.

A lot has been said about climb and cruise RPM/MP settings. But what are acceptable RPM/MP settings for low speed/deceleration ops and how long can these be sustained before the damage preempted in the Operators Manual is realised??

cheers,
Ron
RV-10
VH-XRM, flying in Oz

[L.Adamson]

Originally Posted by flickroll

I canceled my subscription 2 or 3 years ago. I did enjoy Garrison, the photography, and 'I Learned About Flying From That'. But finally it was the arrogance of Richard Collins that pushed me over the edge. I don't miss it at all.

I like Richard Collins. He's a true believer in GPS and the glass panel; and has promoted them both for years.

I've been running aviation moving map GPSs since the early 90's, and can only wish for a good glass panel...

L.Adamson --- RV6A (six pac & 696) & still subscribe to Flying

[Ironflight]

Originally Posted by rmcgann

A lot has been said about climb and cruise RPM/MP settings. But what are acceptable RPM/MP settings for low speed/deceleration ops and how long can these be sustained before the damage preempted in the Operators Manual is realised??

Hi Ron,

I don't regularly fly a -540, so I could well be corrected by someone who does, but I think the key to any counterweighted engine operation (and in my mind, ANY engine operation...) is the word "smooth". I never yank anything - smooth retardation of power is nice - for the engine, the prop, and the flight path. I don't think it is a matter of particular MAP's or RPM's (except, of course, the placarded RPM ranges you need to avoid with some installations) so much as how you transition the machine from one setting to another.

Keep it smoooooooth.....

Paul