Pete M

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  1. 162 ktas at 10,500. Full throttle, 21", ram air open, 2550rpm, best power mix. No mods
  2. K...conti 6...got it. Whoever does the OH, I'd check out jewel from what I've read, very reasonable, good reviews, I'd send the cylinders to lycon for a port, polish and flow match. Reportedly, they claim an extra 5hp per cylinder. The cyl have to be redone anyway and they charge an extra 300 for the service. Cheap horsepower. Always liked the idea of putting that 6 in an f or j. Didnt realize anyone had done it. How'd it work out?
  3. He was in front, lower, and to the right. He has the right of way. He turned xwind too low...his normal practice...he's a dope. He was climbing into and on the downwind...not smart...but, you were required to yield. A call to his chief pilot might be in order if he works for a flight school.
  4. He was in front, lower, and to the right. He has the right of way. He turned xwind too low...his normal practice...he's a dope. He was climbing into and on the downwind...not smart...but, you were required to yield. A call to his chief pilot might be in order if he works for a flight school.
  5. I realize I'm probably stating the obvious here. An airplane stalls not because you've gotten too slow but because you've exceeded the wings criticle angle of attack. I regularly turn airplanes at speeds well below vs. Vs is based on 1g. You should be at no where near 2g's in the manuever. I understand you no longer fly a short body, you have a higher wingloading so your alt loss will be greater. By the way, at VA the a/c can generate enough g to generate 3.8g's. VA, especially when light, is not much greater than vy. You can drop the nose to get the E needed prior to the mauever if necessary. I flew the mauever at well above vg because I knew I needed the e to make the two 180's I wanted to complete it. I only really needed the one 180 to land safely down wind. This doesn't require any special pilot skill just an hour of practice. One should be practiced in the art of plane handling at the edge.
  6. Sweet Jesus, how we love to complicate things:) Pitch down, t/o flaps, roll 75dg, pull,er around, land opposit traffic or on airport clear area. You probably wont lose 200ft in the 180. When I had to do it at 500ft I had too much altitude and too much energy left. I pointed at the center of the field, found i was too high, then turned 45dg left to gain seperation from rwy and restablish right dw. At rwy mid point I did another steep 180 and dove for the rwy. Too aggressive. I overshot the rwy and was pointed at the fbo and full parking ramp. I ended up doing a 65 to 75dg banked turn, slightly pitch up with my wingtip 20ft off the ground to get back to the runway. Looked like an airshow act. In short I had more alt and energy than I needed to set up on down wind and make a fairly normal engine out landing. 500ft is more than enough to turn around.
  7. I teach bleed your speed out of ground effect, even if you're gonna overshoot. Speed carried into ground effect is much harder to dissipate. Aim to touch down at 1/3rd runway point...just what I teach...we're all experienced aviators here.ymmv...
  8. Progressively shallowed AFTER the 90dg point? Sounds about right.
  9. A short body will make the turn...you just have to do it correctly. See above. Heavier, Higher wing loaded airplanes...dont know...
  10. You're not pulling any significant g in the manuever. You can't, you dont have the energy. You'll stall first. You're just guiding the airplane around its wingtip while it falls. It happens quick so you wont be falling for long. You also dont need 270dg turn. It happens in very little space. You can land opposite traffic downwind or in the flat area of the airport if you need to. Beats the trees and structures usually surrounding most airports. Would I do it below 500ft...I'm not so sure.
  11. Exactly, but don't buffet, very inefficent. Stay loose, let the airplane fall. Take off flaps matter, at least in my e. Nose comes around noticably quicker.
  12. Geez Bob, I dont need to defend anything. I did it, close to the ground. VG's great if your'e looking for distance. We're not, we need to reverse, NOW! If you're engine quits at 600ft chances are you're still over airport property, or damn near. Do you need distance? You're not making a level turn, you're trading altitude/energy for angle.
  13. The goal is to reverse as quickly as possible. T/O flaps, gear up, roll it up onto the wing tip and pull it around. It's amazing how fast that nose reverses. If you have more speed than vy or vglide dont slow to those numbers. Use the extra energy to pull it around.
  14. Exactly. Pilot switched tanks on downwind and missed the indent. Oops!