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Thread: Dead Stick!

  1. #41

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    What's this "sink rate" thing about? You come down when the engine quits?! https://www.youtube.com/watch?v=8J9v433C0nM 5:00 in for the shutdown.

    Ha, no ridge with a good breeze blowing into it I'm guessing, lousy luck! I ridge soar with one notch of flaps, 45-55 mph, glide seems to be about 7-1, twice as good as my first few hang gliders anyway. Sink rate about 750 FPM. I like to think my time spent engine off will help in a real emergency dead stick, but who knows until it happens for real.

  2. #42
    hotrod180's Avatar
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    Quote Originally Posted by skywagon8a View Post
    I assume that you have a 180? Eddie has a 185. Different gross weights. Also Eddie's flight test was done at less than maximum gross. I assume that Cessna's manual was based on maximum gross weight. This may account for the differences you are seeing.
    My question / comment is only about the POH best glide graph.
    I believe Eddie has a C180H.
    Different gross weight, correct.
    May be why it shows 85 mpg glide instead of 80.
    That's a pretty dramatic difference in glide ratio though.
    Cessna Skywagon-- accept no substitute!

  3. #43
    L18C-95's Avatar
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    The 185F POH shows 80 MPH on the chart


    Sent from my iPhone using SuperCub.Org

  4. #44
    hotrod180's Avatar
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    Can you post a scan or photo?
    Or give us a example--
    for example, Eddie's chart shows 20 miles of glide from 10,000'.
    Cessna Skywagon-- accept no substitute!

  5. #45
    skywagon8a's Avatar
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    My A185F manual shows a ground distance from 10,000 feet of 13 nautical miles or 15 statute miles. The best glide speed varies dependent on gross weight. 3350#-75 knots, 2650#-67 knots and 1950#-58 knots

    For comparison, when on EDO 2960 floats the distance from 10,000 feet is 12.5 nautical miles. 3320#-75 kias, 2820#-69 kias and 2320#-63 kias.
    Interesting that when on EDO 2790 amphibs the difference is just the speeds and weights. 3265#-75 kias, 2865#-70 kias and 2465#-65 kias.
    N1PA

  6. #46
    L18C-95's Avatar
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    Dead Stick!

    Click image for larger version. 

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    1973 185F POH


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  7. #47
    Eddie Foy's Avatar
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    My plane is a 69 180H. The chart I posted is from a 68 180 POH.

    Quote Originally Posted by skywagon8a View Post
    I assume that you have a 180? Eddie has a 185. Different gross weights. Also Eddie's flight test was done at less than maximum gross. I assume that Cessna's manual was based on maximum gross weight.

    This may account for the differences you are seeing.
    "Put out my hand and touched the face of God!"

  8. #48
    hotrod180's Avatar
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    The two 185 graphs are the same as mine.
    Maybe the one I have is from a 185?
    Can't recall who sent me the scan,
    as neither of the early 180 owners manuals I have (53 & 57)
    have any engine out / glide info or procedure at all.

    Like I said though- pretty drastic difference in glide ratio.
    Last edited by hotrod180; 09-23-2019 at 10:21 AM.
    Cessna Skywagon-- accept no substitute!

  9. #49

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    I used to think "dead stick" meant loss of propwash makes the stick kinda dead, but its really from when all props were wood. Years ago a Luscombe pilot rigged up a microswitch that touched a wire that went thru a tube and touched the back of the prop flange. The axial play was enough to trigger the sw when the power was pulled just below zero thrust. No risk dead stick practice.
    What's a go-around?
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  10. #50
    hotrod180's Avatar
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    Quote Originally Posted by hotrod180 View Post
    The two 185 graphs are the same as mine. Maybe the one I have is from a 185? ....
    Looking at the little airplane in the graph,
    I see mine has a bigger (185-ish) dorsal.
    So I guess it is from a 185.
    Cessna Skywagon-- accept no substitute!

  11. #51
    skywagon8a's Avatar
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    Quote Originally Posted by hotrod180 View Post
    I see mine has a bigger (185-ish) dorsal.
    So I guess it is from a 185.
    Starting in 1975 the 180s which had a seaplane kit had the larger 185 vertical tail. Without the seaplane kit they had the small tail.
    N1PA

  12. #52
    Farmboy's Avatar
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    4000 feet probably seems pretty high (can't remember getting there) until you want to glide. Using the 185F chart that's about 6 miles without smiles. I'd guess that 6 miles is shorter than you may think.
    I've seen this before, from which I've always appreciated knowing that as long as I can glide better than 1:14, I've got a fighting chance:

    "A glide ratio of 20:1 might be appropriate for an Eagle riding the wind while a 1:14 ratio is similar to the glide capability of a brick."

    http://www.csgnetwork.com/glideratiocalc.html



    I like looking at the time factor. According to that calculator, at 500 AGL in a supercub in a stabilized 6:1 glide, you have 30 seconds before touchdown, depending on your choice of speed. I doubt a bush wheel equipped supercub would have much better than a 6-ish:1 ratio.
    Last edited by Farmboy; 09-23-2019 at 04:57 PM.
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  13. #53

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    Interesting technical discussion with some good information.I am curios though.How many still routinely fly closing the throttle abeam your proposed touchdown point and land the airplane?The bulk of my landings are done this way.
    Likes super stol liked this post

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