Duane, I feel strongly as you do that you should fly patterns like you could
lose power at any time. In the Army we were taught to cut the throttle
downwind opposite the touch down point and only used a slight nudge of
throttle on base leg to "clear" the engine.
At busy airports one too often finds long patterns with the need to carry
power on final in order to reach the touch down point.
Tom Friedland
On 6/19/07, DuaneFamly@aol.com <DuaneFamly@aol.com> wrote:
>
> In a message dated 6/19/2007 6:22:12 P.M. Pacific Daylight Time,
> georgepowell@hotmail.com writes:
>
> During my checkout in a Piper Lance, my instructor worked with me on
> power-off 180 approaches. Abeam the numbers on downwind at 1,000 feet, the
> power came off. The Lance glides like a brick, and it took me many attempts
> and a deft touch to get the airplane anywhere near the runway.
>
> This is an item that I always worry about.....whenever I fly the pattern,
> I was taught during my tail dragger training by Amelia Reid, that the
> distance my downwind leg is away from the runway is what I feel is the
> proper "engine out gliding" distance. According to her, if you are in your
> proper pattern, then if you should lose you engine, you can glide to the
> runway. I have found too many pilots fly the same ground point references
> now matter what type of plane they fly. If the Europa glides like a
> streamlined brick, then I might tend to accept a further downwind leg
> distance from the runway. But if I flew a real brick, then I would tend to
> stay much closer to the runway. Am I missing something?
>
> So to that end, can I put a few questions to those flying tri gear and
> conventional gear?
> 1) Monos have no choice about flaps on takeoff....what is the norm for the
> other two types?
> 2) How about slips to lose any extra speed of height? Loved doing them in
> Cessnas...seemed very stable....the Europa?
>
> Mike Duane A207A
> Redding, California
> XS Conventional Gear
> Jabiru 3300
> Sensenich R64Z N
> Ground Adjustable Prop
>
>
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