Originally Posted by
treadigraph
I've always had the impression that AA-5s are quite quick down the approach, is that right? He certainly seemed to be reeling the 182 in...
You're thinking of the smaller AA-1, The original Yankee 2-seater. Symmetrical airfoil, speedy little bird even with only the O-235. They weren't hateful but they did take some pilotage, and they certainly were no gliders (fun little handful of a rockship with an O-320 and taildragger conversion, though). The AA-1A/B/C two-seaters got the later airfoil (I don't know the NACA numbers) and were a lot more docile.
The four-seater AA-5 Traveler, AA-5A Cheetah, and the AA-5B Tiger had that same later airfoil but much more wingspan (basically, 50% more). Those airplanes flew nice, much snappier in pitch and roll than a C-172 but nowhere near the concerns that many suggest.
Physical differences between the Traveler (O-320) versus either the Cheetah (O-320) or Tiger (O-360) was aero cleanups for the latter two and smaller tail feather on the Traveler. Go fly one, they're a hoot, and I really miss mine.
The 4-seater glide ratios are on par with most GA aircraft of that era; the book showed about 10 miles glide range from 5,000 feet (optimal conditions and piloting, of course)
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Engine out, pitch for best glide, electric fuel pump on, carb heat out, mixture full in, throttle full, switch to fullest tank...but our guy did not switch on the fuel pump and has the throttle pulled all the way back. Fuel is switched to a tank that's indicating half-full, but not the fullest one. But nav lights and tail beacon are switched on. Further, the airspeed appears to be a good 8-10mph more than the best glide of around 80mph (83?) and he's dropping at 700fpm (way too fast). Ammeter appears *maybe* slightly on the discharge side but pretty darned straight up and he still has good oil pressure, good engine vacuum. Despite electric pump not on, he has good fuel pressure. Mags and master appear to be on but is that key about to fall out of the switch (common)?
Non-standard avionics master switch...and the only indication is the radio stack is dead?
I suggest our guy uneccesarily panic'd over nothing, especially given there's no indication the engine quit, and then he did not control his airspeed and came running up the arse of the C-182. He had "I need to get on the ground NOW" in his brain and nothing was going to change his mind.
But that's just me MMQ'ing.