Return-Path: Sender: (Marvin Kaye) To: lml Date: Thu, 14 Nov 2002 11:34:42 -0500 Message-ID: X-Original-Return-Path: Received: from main.gv.net ([207.159.62.12] verified) by logan.com (CommuniGate Pro SMTP 4.0.1) with ESMTP id 1870685 for lml@lancaironline.net; Thu, 14 Nov 2002 11:12:09 -0500 Received: from [207.159.62.186] (ppp137.gv.net [207.159.62.186]) by main.gv.net (8.11.6/8.10.1) with ESMTP id gAEGBIU29706 for ; Thu, 14 Nov 2002 08:11:20 -0800 (PST) X-Sender: hamer@main.gv.net X-Original-Message-Id: In-Reply-To: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" X-Original-Date: Thu, 14 Nov 2002 09:44:22 -0700 X-Original-To: "Lancair Mailing List" From: "Howard \"Rusty\" Hamer" Subject: Flying the Lancair LNC2, Gliding in a Brick with a Constant Speed Prop I would add one more thing to James Frantz's engine out checklist. - Tighten seatbelt and shoulder harness. (Be aware the stick comes flying aft if the fuselage breaks between the forward and aft elevator pivot points.) Also for a canopy with the four latch system I plan to release the two aft latches - my canopy stays closed with the forward latches only engaged. It seems to take a long time to get all those latches open when you want to get out fast. The 235 instructions state the flaps must be reflexed over 197 kts, therefore our flaps can be down 7 degrees in 320 terms up to 197 kts. BTW in my experience the plane flys slower in full reflex at typical GWs and medium altitudes. I can get a few kts increase in speed by slightly decreasing from full reflex. Rusty