Return-Path: Sender: (Marvin Kaye) To: lml Date: Wed, 13 Nov 2002 15:08:04 -0500 Message-ID: X-Original-Return-Path: Received: from imo-d05.mx.aol.com ([205.188.157.37] verified) by logan.com (CommuniGate Pro SMTP 4.0.1) with ESMTP id 1862396 for lml@lancaironline.net; Wed, 13 Nov 2002 15:03:14 -0500 Received: from Sky2high@aol.com by imo-d05.mx.aol.com (mail_out_v34.13.) id q.166.16fe7cc6 (4328) for ; Wed, 13 Nov 2002 15:03:08 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: <166.16fe7cc6.2b0409fc@aol.com> X-Original-Date: Wed, 13 Nov 2002 15:03:08 EST Subject: Re: [LML] Re: LNC2 landing from the flare with flair X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_166.16fe7cc6.2b0409fc_boundary" X-Mailer: AOL 8.0 for Windows US sub 75 --part1_166.16fe7cc6.2b0409fc_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 11/13/2002 11:43:47 AM Central Standard Time, harrelson@erols.com writes: > Remember, LOOK TO THE SIDE OF THE NOSE, on the flair, not over it. > That's probably the single most important hint for making a good LNC2 > landing. > Bill, Angier Bills technique is right on - steep approach, 85 kts or so, 600 ft/min..... The thing to avoid is full stall landing as taught in high wing Cessnas. Once you round out and stop the descent, fly it onto the runway, remembering the visual image you had as you started rolling down the runway for takeoff. There are many methods for the final stages of a smooth landing, including reducing the power slowly once you have stopped the rate of descent and either killing the power on wheel touch and/or taking off the flaps once you are floating a few inches above the runway so it settles solidly on. You must be looking left and forward as Bill says, and you might use the peripheral cue of keeping the bottom left edge of the windshield parallel to the runway edge to keep the plane straight. Of course, this is difficult to do on runways of greater than 200' width, where it doesn't matter if you are straight unless you are an ATP. Note: The Lancair recommended landing light located in the cowl is beautiful for finding the runway on approach, but is almost useless once in the flare. This is why many have installed a halogen light on the left leg (Tim Ong makes pretty ones) or a light in the wing. Scott Krueger N92EX --part1_166.16fe7cc6.2b0409fc_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 11/13/2002 11:43:47 AM Central Standard Time, harrelson@erols.com writes:

Remember, LOOK TO THE SIDE OF THE NOSE, on the flair, not over it.
That's probably the single most important hint for making a good LNC2
landing.


Bill, Angier

Bills technique is right on - steep approach, 85 kts or so, 600 ft/min.....

The thing to avoid is full stall landing as taught in high wing Cessnas.  Once you round out and stop the descent, fly it onto the runway, remembering the visual image you had as you started rolling down the runway for takeoff.  There are many methods for the final stages of a smooth landing, including reducing the power slowly once you have stopped the rate of descent and either killing the power on wheel touch and/or taking off the flaps once you are floating a few inches above the runway so it settles solidly on. 

You must be looking left and forward as Bill says, and you might use the peripheral cue of keeping the bottom left edge of the windshield parallel to the runway edge to keep the plane straight.  Of course, this is difficult to do on runways of greater than 200' width, where it doesn't matter if you are straight unless you are an ATP.

Note:  The Lancair recommended landing light located in the cowl is beautiful for finding the runway on approach, but is almost useless once in the flare.  This is why many have installed a halogen light on the left leg (Tim Ong makes pretty ones) or a light in the wing.

Scott Krueger
N92EX --part1_166.16fe7cc6.2b0409fc_boundary--