Guest Maj Millard Posted March 27, 2009 Posted March 27, 2009 Read 'Stick and rudder' years ago now. The one thing that has stuck with me all these years from that book is: Throttle is your climb and descend control, Stick is for airspeed control. You will go up if you pull the stick back, but not for long.
Guest Cloudsuck Posted March 27, 2009 Posted March 27, 2009 Read 'Stick and rudder' years ago now. The one thing that has stuck with me all these years from that book is: Throttle is your climb and descend control, Stick is for airspeed control. You will go up if you pull the stick back, but not for long. Ok, Ok Maj, I ordered the book just now on Amazon. Sheeeesh! Sounds like a good thing....
Yenn Posted March 31, 2009 Posted March 31, 2009 I use glide approaches all the time. Like to be high and then I can side slip in or even pull the nose up and get on the wrong side of the drag curve, then if I get a bit low I can put the nose down, pick up speed and also flatten the glide to arrive at the threshold at the correct height.
motzartmerv Posted March 31, 2009 Posted March 31, 2009 Yenn..mate, we have had this discussion before.... Young players please note, pulling the stick back and getting on the wrong side of the drag curve is a dangerous and silly thing to do. Especially on approach to land.. DON"T try this at home..:hittinghead:
Guest becky1 Posted March 31, 2009 Posted March 31, 2009 Hi ,I personally feel an engine is more likely to stop if its idling rather than having some power on,particularly in the case of a rotax 912 if the carburettors for some reason have not been adjusted perfectley to be in sync. In the sportcruiser manual it states " It is not advisable to reduce the engine throttle control lever to minium on final approach and when descending from very high altitude.In such cases the engine becomes under-cooled and a loss of power may occur.Descent at increased idle [ approx.3000 rpm] etc". Naturally glide approaches are a very important part of the training syllabus and should be practiced,but I do not believe they should be used as a general rule for every approach and landing,unless perhaps if you are in a very low forward inertia aircraft that may have engines that are prone to stopping. Why not set yourself up in a position when turning base aiming to touch down a bit further down the runway with power reduced to about 3000 rpm in the case of a 912, [not bring it back to full idle] where if the engine does stop you can cut the corner if necessary to reach the runway.If you end up to high after a normal approach and final, or you want to then adjust your approach to land closer to the threshold "power effects sink rate" so reduce your power then last stage of flap if you have it to put you where you want to land on the runway. You are using the power you have then to its fullest advantage not a complete glide approach with throttle set on idle and also giving yourself a chance of getting to the runway if the engine does stop. I guess what scares me the most about full idle glide approaches from the top of base is,if you end up undershooting and you then go to put on power and it doesn't happen what do you then. Jennifer.
Yenn Posted March 31, 2009 Posted March 31, 2009 Point taken Motza. I wasn't advocating that method for others. Still think power off is best and reliance on flaps can be a problem when they give more drag than lift.
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