COZY III - Page 30

Cozy III
Pilot’s Operating Handbook Page 30
keep maximum available carb heat and to reduce the
temperature drop through the carb venturi. Descent at idle
power is more likely to generate ice, particularly in Continentals.
In case of engine failure, the engine will probably windmill above
70 knots. However, as the engine cools down, a higher speed
may be required to maintain engine rotation. With some
engine/prop combinations, a glide speed as high as 100 knots
may be required. Windmilling RPM decays slowly enough to
give the pilot time to increase his speed to maintain rotation.
Once the prop stops, a speed of 130 knots or more is required to
regain rotation (2,000 ft. of altitude loss). This may be as high as
180 knots and 4,000 ft. for the high compression O-235-F. The
pilot should determine when it is no longer feasible to attempt a
restart since the best glide angle speeds may be lower than
windmill speeds (best glide distance may be done with the prop
stopped). A windmill start uses less altitude if you dive steeply
initially to attain speed rapidly. See the “Glide – Gear Up” section
of this manual.
ENGINE OUT APPROACH
If an engine-out landing is unavoidable, check wind direction,
choose your landing area and establish your glide at 70 to 75
knots (80 to 87 mph). Gliding performance is shown on the
“Glide – Gear Up” section of this manual. Remember that with
the engine out and prop windmilling, your glide will be
considerably steeper than the normal engine-idle glide that you
are accustomed to. If you are radio equipped, tune in 121.5 and
declare an emergency and give your intended landing site. Shut
off the fuel valve. Your landing gear should be down, even for
an off-airport landing in rough terrain, or water. This will cushion
the landing and keep the nose from slapping down and digging
in after the main gear hits. Your glide will be steepened and rate
of descent increased with the gear down. Set up the forced
landing pattern with the landing brake out and shoot for the
middle 1/3 of the forced landing area. Therefore if you misjudge
short, you can retract the landing brake and possibly still make
the field. Turn your electrical power and mags off before
touchdown to minimize any potential fire hazard. Touch down as
slowly as possible if landing in rough terrain and steer between
any obstacles.
DITCHING IN WATER
This is theoretical since no ditching of aircraft of this