FlyWire A36 Bonanza Engine Failure Best Glide and Min Sink

FlyWire takes a look at the two engine failure speeds you kneed to know. Best Glide is usually in the Handbook, but how do you figure out what the Minimum Sink Speed is?

FlyWire is about exploring flight and the freedom this incredible experience brings us on a personal level. Flying has always captured the imagination and excitement of living life to its fullest. Hi, I'm Scott Perdue. In a former life I flew the F-4 and F-15E, more recently I retired from a major airline. I've written for several aviation magazines over the years, was a consultant for RAND, the USAF, Navy, NASA as well as few others, wrote a military thriller- 'Pale Moon Rising' (still on Kindle). But mostly I like flying, or teaching flying. Some of the most fun I had was with Tom Gresham on a TV show called 'Wings to Adventure". We flew lots of different airplanes all over the country. Now with FlyWire I want to showcase the fun in flying, share the joy and freedom of flight and explore the world with you. Make sure you subscribe if you want to go along for the ride!

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[alanex]

Good research and I'm sure handy for lots of pilots. Thanks for video.

[DanFrederiksen]

Loose math says that about a 1:11 best glide ratio. Sound about right?
Interestingly I arrive at about 1:11 on both best glide and min sink. So seems there is a broad range there if you are trying to reach far. Another possibility is that the book best glide speed is for a fairly loaded plane. The ratio doesn't change much with weight but the speed does. So if you are flying light, best glide speed might be a bit lower.

[tbas]

Thats something i wanted to ask a few times.
Regarding Zoom climb on engine out.

Say you are having a little joyride and buzzing the runway @ 500ft or low passes at higher speed/max speed.
Then your engine dies Which would you do and which is best.

A) Use the speed and energy to Zoom climb up at high as possible before slowing to best glide then establish that.
B) Just stay level and slow to best glide then look for spot to land (even if it happened @ 250ft or 500ft but max speed)
C) Just use the speed and energy and look for spot to land without slowing t best glide as only upto 500ft high)

[SteveZimmermannPhotography]

Thanks for the video, Scott. From my glider flying days, I know that best glide speed varies as a function of weight. I believe the POH states that the best glide speed of 110 knots for the A36 is at max gross weight; at lighter weights, as you were in this video, the best glide speed will be a few knots slower. Unless you’re gliding into a headwind, flying a few knots too slow is less detrimental to glide range than flying a few knots too fast...and your sink rate is worse at the higher speed, too. Min sink speed (and even more so the sink rate at min sink speed) is also affected by weight, in a similar fashion. Sometime you should sit down with a group of glider guiders and ask about speed-to-fly: I guarantee the conversation will last as long as the beer continues to flow. 😉

[mannypuerta]

Good stuff to ponder and practice.

As mentioned by others, weight is a factor for glide speed. Less weight, less speed. Gliding distance is actually farther at higher weights (the higher speed a function of weight/stall speed). The aft CG influence of the survival gear in my aft baggage also has a positive effect during the glide.

Flap gap seals, wing extensions and pulling the prop back as you did all contribute to best glide or min sink speed. This “flight test” procedure should be done on the airplane to see what works for the mods on the individual airplane. Taking the example of two identical 182’s, but one with flap gap seals and one without, the one with the seals has a noticeably extended glide distance. With WingX extensions and flap gap seals on my 185, I had to change the glide ratio on ForeFlight to make the map page glide circle more appropriate for my airplane.

A good rule of thumb for a surprise engine out glide is to maintain a speed between Vx and Vy. It may not be exactly accurate, but it will be close enough under the distracting and performance limiting circumstances to correct the speed for the actual weight of the aircraft, yet still allow enough energy for the power off flare and touchdown.

Once you pitch for the speed make sure to trim the aircraft to help you maintain the desired target speed while going through the distracting restart attempt and finding a touchdown location. Trimming for speed will also contribute to more elevator authority during the landing flare.

[hansvansnick]

Thanks for the great video. Good explanation. Was wondering to see the power and propsettings during the demonstration.

[SteveZimmermannPhotography]

Oh, and another thing: you glossed over the importance of pulling the prop back for max pitch/minimum rpm; it’s worth a bit more explanation. In my experience, that’s even more important than getting the speed exactly right for extending glide range.

[AmericanBonanzaSociety]

Another good one, Scott. I especially like that you bring up ground rush, which is rarely mentioned in this context, and the need to have enough speed to have control authority to arrest the descent, flare and land. In the A36 you’re flying you’ve noted before there is a Landing Without Power speed of 81-83 knots (calibration differences for different models of A36). This is five or more knots faster than normal 50-foot landing speed, in part to assure you have extra airflow over the elevator to arrest this impressive engine out rate of descent.

I get why you’re not pulling the prop back for purposes of your demonstration, but I’d still stress the essential need to do so to have the best set of available options.

Thanks for doing this series. - Thomas P. Turner

[christheother]

I've always assumed best-glide and min-sink speeds corresponded to best rate-of-climb and best angle-of-climb respectively. Is that correct?

[offdutyagain]

Scott, Another great video! If you run your minimum sink speed down into the low 70's, what happens to what little energy you have when you dirty up the airplane? Can lowering the gear exacerbate the problem? Assuming you wait until the last minute to lower the gear can you run the risk of a stall without sufficient altitude to recover? Thanks for these videos. You've taken book situations and shown how things happen in the real world.

[GreenGuyDIY]

How far back did you pull the prop? It did not sound like you feathered.