Hi Greg,

Yes, I agree. I've seen Lorn's landings in person and he does a nice job. My "ain't never seen" comment wasn't meant to denigrate anyones particular technique, but rather just a bad attempt at a little humor. (Sorry Greyhawk, I just can't live up to your standards).

As far as the CG, I fly at all different weights and CG's. When I know that I'm landing or taking off on grass I will allow the header to burn down to around 5 gallons though, seems to help. Here's my configuration:
* O-320 (about 12 lbs lighter than a 360)
* MT 2 blade prop (very light)
* Standard header tank, 10 gallons.
* Hydraulic pump behind the baggage bulkhead.
* Long engine mount
* 2 batteries mounted on the firewall.

I too have flown several 2 and 300 series Lancairs and haven't noticed a huge difference in landing. Maybe our real question is in the definition of "flare". Slowing and stopping the descent upon reaching the runway does require additional lift. Normally, this additional lift is produced by increasing the angle of attack, flaring. Since our airplanes are so much more efficient, it doesn't require as much body angle change to produce the required additional lift as a 172, hence the "no flare" notion. Maybe it's just semantics.

Where are you based? I'm in Fredericksburg, Virginia. Maybe we could trade rides and study each others technique?

Bill Harrelson
5zq@cox.net
N5ZQ 320 1,150 hrs
N6ZQ  IV 5%



>   I wonder, Bill, if you regularly fly with an aft cg?  I'm not suggesting that it is aft by design or error but rather, that you may be loading it aft with luggage, flight bag and materials, etc.
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>   I've flown 5 different Lancair 200 and 300 series aircraft and none of them behaved any differently than does mine on landing, i.e., no flare.  While I have only 425 hours and 1300 landings in type, I have another 900+ hours and 3000 landings in other aircraft and in all other aircraft types, I have used considerable flare on landing.  I know that you will suggest that my landing techniques need improvement and, indeed, I agree! I will always strive to improve landings but most of them are, and have been, quite good. Several landings have been in severe perpendicular, gusting crosswind conditions with winds in excess of 30 mph which is nearly twice the LNC2 stipulated crosswind component.        Greg Nelson
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