AOPA Pilot Magazine - September 2018 - 91

Don't keep
your questions

P&E PROFICIENCY

Coming up short BottleD

Up

Your best glide probably isn't
B Y C AT H E R I N E C AVAG N A R O

PREVENT
HOLDUPS
WITH
THE FAA!

Calling PPS before
submitting paperwork to
the FAA can save
unwanted scrutiny,
unnecessary delays, and
possible denials of your
medical certification.
BEST GLIDE SPEED gives the farthest distance forward for a given altitude loss in zero

CHARLES FLOYD

wind. To achieve book numbers, however, it's important to configure the aircraft with
minimal drag, as specified in the pilot's operating handbook.

DURING A RECENT MOCK CHECKRIDE, I
simulated an engine failure in the Piper
Arrow by reducing the throttle to idle.
Louis, a commercial pilot candidate,
pulled his checklist from the side pouch
and got to work. He used back-pressure on
the yoke until the airspeed indicator read
75 knots while searching the Tennessee
countryside for a field that would provide
the safest site for an engine-out landing.
After pointing the airplane toward a
relatively flat field, Louis used the elevator trim control to reduce his workload
in maintaining a constant-airspeed glide.
He announced and motioned through
checklist procedures designed to effect a
restart. Louis consulted the Piper Arrow
pilot's operating handbook (POH) and
reported that at 6,000 feet above the
ground, we could glide almost 10 nautical miles away. In reality, despite all
checklist items properly completed, our

aircraft was capable of gliding less than
6 nm. Why was his estimate so far off?
AIRCRAFT CONFIGURATION

Louis wisely used the elevator trim
control to minimize his workload in
maintaining a constant airspeed. With
his background flying gliders, he knew
that a better airspeed to use in this situation is not actually best glide airspeed
but one called "speed to fly." Estimating
the tailwind component to be 15 knots,
he used the slower speed of 75 knots to
increase glide distance. (See "Speed to
Fly," 94.)
Minimizing aerodynamic drag is key
to achieving the longest possible glide,
so Louis verified that the gear and flaps
were retracted and the engine cowl flaps
were closed. He kept the inclinometer
ball centered because uncoordinated
flight increases drag.
www.aopa.org/pilot AOPA PILOT | 91

LEARN MORE at
aopa.org/pps
CALL
800.872.2672


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AOPA Pilot Magazine - September 2018

Table of Contents for the Digital Edition of AOPA Pilot Magazine - September 2018

Contents
AOPA Pilot Magazine - September 2018 - Intro
AOPA Pilot Magazine - September 2018 - Cover1
AOPA Pilot Magazine - September 2018 - Cover2
AOPA Pilot Magazine - September 2018 - Contents
AOPA Pilot Magazine - September 2018 - 2
AOPA Pilot Magazine - September 2018 - 3
AOPA Pilot Magazine - September 2018 - 4
AOPA Pilot Magazine - September 2018 - 5
AOPA Pilot Magazine - September 2018 - 6
AOPA Pilot Magazine - September 2018 - 7
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AOPA Pilot Magazine - September 2018 - 9
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AOPA Pilot Magazine - September 2018 - 23
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AOPA Pilot Magazine - September 2018 - 30
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AOPA Pilot Magazine - September 2018 - 43
AOPA Pilot Magazine - September 2018 - 44
AOPA Pilot Magazine - September 2018 - 45
AOPA Pilot Magazine - September 2018 - 46
AOPA Pilot Magazine - September 2018 - 47
AOPA Pilot Magazine - September 2018 - 48
AOPA Pilot Magazine - September 2018 - R-1
AOPA Pilot Magazine - September 2018 - R-2
AOPA Pilot Magazine - September 2018 - R-3
AOPA Pilot Magazine - September 2018 - R-4
AOPA Pilot Magazine - September 2018 - R-5
AOPA Pilot Magazine - September 2018 - R-6
AOPA Pilot Magazine - September 2018 - R-7
AOPA Pilot Magazine - September 2018 - R-8
AOPA Pilot Magazine - September 2018 - 49
AOPA Pilot Magazine - September 2018 - 50
AOPA Pilot Magazine - September 2018 - 51
AOPA Pilot Magazine - September 2018 - 52
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AOPA Pilot Magazine - September 2018 - 94
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AOPA Pilot Magazine - September 2018 - 111
AOPA Pilot Magazine - September 2018 - 112
AOPA Pilot Magazine - September 2018 - Cover3
AOPA Pilot Magazine - September 2018 - Cover4
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