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L/D

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wild.blue(at)verizon.net
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Posted: Thu May 01, 2008 6:49 am Post subject: L/D

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brian-1927(at)lloyd.com
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Posted: Thu May 01, 2008 9:55 am Post subject: L/D

On May 1, 2008, at 7:44 AM, Jerry Painter wrote:



Precisely. L/D.



L/D changes with configuration, prop, engine, speed, individual  

aircraft, etc. The best way to find L/D for your airplane is to go out  

and try it. It isn't difficult and you will learn a lot from the  

experiment.

Brian Lloyd                         3191 Western Drive

brianl AT lloyd DOT com             Cameron Park, CA 95682

+1.916.367.2131 (voice)             +1.270.912.0788 (fax)



PGP key ID:          12095C52A32A1B6C

PGP key fingerprint: 3B1D BA11 4913 3254 B6E0  CC09 1209 5C52 A32A 1B6C

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bhancock(at)worldwidewarb
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Posted: Fri May 02, 2008 9:00 am Post subject: L/D

On May 1, 2008, at 11:58 PM, Yak-List Digest Server wrote: 	  Quote: 	
		  

1) In a prior post, it was stated "stall speed increases with angle of bank."  

Well, not really.  We should all become students of the V-G diagram.  Stall speed 

increases with increased load factor.  It happens that load factor increases 

with angle of bank.  

 	




Right....and it was my post you're referring to.  Just to be clear, from a practical standpoint if you are in the pattern (low airspeed already) with a high bank angle (created by being too close on downwind as was the scenario I presented) and you need to react to something out of the ordinary or just plain overshoot centerline and decide to pull on the stick (increased load) to "correct" the situation, you've just entered the aviation version of "dead man's curve"...

Of course this is all basic airmanship and L/D is what we're specifically talking about, but unless you have an AOA in your airplane I don't think most people are going to be calculating reserve lift on short final.  Like I said, some people are mechanical fliers, some people are feel fliers (referring to VFR, of course).  Hopefully, however, we can all feel the Yak/CJ approaching departed flight without ever looking at an instrument...

 	  Quote: 	
		  However, in some banked flight regimes, such as banked

descending flight, the load factor may not increase.

	


Or 110 degrees of bank in a wing over... 

Cheers,

Barry





 [quote][b]

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wild.blue(at)verizon.net
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Posted: Fri May 02, 2008 9:26 am Post subject: L/D

I posted this yesterday, but for some reason it didn't show up on list, only

the header, so here it is again.  

JP

 

----

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buddairbum(at)cox.net
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Posted: Fri May 02, 2008 2:37 pm Post subject: L/D

My attitude is that every airplane that can be landed power off from

downwind SHOULD be landed power off as often as practical so the pilot

develops an intuitive set of references. That way, when the engine finally

does decide to pack up, you know exactly how the airplane is going to react

in that situation. 



In high performance airplanes like Yaks, Pitts, etc, the L/D difference

between power-off and just enough power to tell that you have it on, is

huge. Partially because of the prop angle changing and partially because of

matching the prop rpm to the forward speed, which reduces braking effect and

greatly flattens the glide angle. If most approaches are flown with just a

hair of power to make it easier to judge the approach, then, when the engine

quits, the pilot is in unknown territory and on a test flight.



I'm not saying every single approach should be flown power off (although

mine always are, when possible), but enough should be to develop the

references so you know where you'll be at the bottom of the dead engine

glide from any altitude.



I flew for 38 years without a single serious engine problem, then had two,

in two different aircraft (a Pitts and a C-150) within 24 hours. I've had

three since then, all three in one year, all three in Pitts (hard to

diagnose fuel pump problems).  Plus a fire and a complete loss of oil

pressure. 



Knowing where it's going to go when the propeller stops propelling is a good

thing.



bd 

On 5/2/08 10:24 AM, "Jerry Painter" <wild.blue(at)verizon.net> wrote:



[quote] 

 

 I posted this yesterday, but for some reason it didn't show up on list, only

 the header, so here it is again.

 JP

  

 ----

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brian-1927(at)lloyd.com
Guest

Posted: Fri May 02, 2008 3:14 pm Post subject: L/D

 	  Quote: 	
		  > However, in some banked flight regimes, such as banked

> descending flight, the load factor may not increase.



 Or 110 degrees of bank in a wing over... 


	


Ah, you remember.



Brian Lloyd                         3191 Western Drive

brianl AT lloyd DOT com             Cameron Park, CA 95682

+1.916.367.2131 (voice)             +1.270.912.0788 (fax)



PGP key ID:          12095C52A32A1B6C

PGP key fingerprint: 3B1D BA11 4913 3254 B6E0  CC09 1209 5C52 A32A 1B6C

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