Return-Path: Sender: (Marvin Kaye) To: lml@lancaironline.net Date: Thu, 24 Jun 2004 17:10:52 -0400 Message-ID: X-Original-Return-Path: Received: from imo-m26.mx.aol.com ([64.12.137.7] verified) by logan.com (CommuniGate Pro SMTP 4.2b6) with ESMTP id 225270 for lml@lancaironline.net; Thu, 24 Jun 2004 16:34:47 -0400 Received: from Sky2high@aol.com by imo-m26.mx.aol.com (mail_out_v37_r2.6.) id q.15.2c3f804f (3964) for ; Thu, 24 Jun 2004 16:34:09 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <15.2c3f804f.2e0c94c1@aol.com> X-Original-Date: Thu, 24 Jun 2004 16:34:09 EDT Subject: Re: [LML] Re: CG and Gross Weight [LNC2] X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1088109249" X-Mailer: 9.0 for Windows sub 5000 -------------------------------1088109249 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 6/24/2004 7:56:49 AM Central Standard Time, marv@lancaironline.net writes: When I'm solo and light weight, if I have most of the fuel in the saddle tank the elevator runs out of travel in the flare and the landing is not very delicate. These limitations really tell us that the planes are incredibly well designed and give us the absolute maximum performance and flexibility for their size. We, as pilots, have to do our part. Mark, I originally placarded my airplane against solo operation by a pilot weighing less than 130 lbs -- With such a pilot, no baggage and a full header tank, the aircraft would be out of the forward CG envelope. However, I keep adding weight to the front and have landed with light baggage, full header and my 200 pound carcass with no elevator control problem. Perhaps less than full flaps would help reduce the nose down pitch - making the elevator more effective? Some pilots even land by levelling in ground effect and taking out the flaps completely in order to nicely settle on the runway. Too much work for me - I usually land full flaps, nose blocking the view of the runway ahead and the AOA urging "Angle, Angle Push!" just before the wheels squeek on. I love my Lawn Dart and it treats me well as long as I "do my part" by paying attention until the hangar door is closed.......... -------------------------------1088109249 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 6/24/2004 7:56:49 AM Central Standard Time,=20 marv@lancaironline.net writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>When I'm=20 solo and light weight, if I have most of the
  fuel in the saddle=20= tank=20 the elevator runs out of travel in the flare and the
  landing is=20= not=20 very delicate.
  These limitations really tell us that the planes=20= are=20 incredibly well
  designed and give us the absolute maximum=20 performance and flexibility for
  their size.
  We, as pil= ots,=20 have to do our part.
Mark,
 
I originally  placarded my airplane against solo operation by= a=20 pilot weighing less than 130 lbs -- With such a pilot, no baggage and a full= =20 header tank, the aircraft would be out of the forward CG envelope. =20 However, I keep adding weight to the front and have landed with light=20 baggage, full header and my 200 pound carcass with no elevator control=20 problem. 
 
Perhaps less than full flaps would help reduce the nose down pitch - ma= king=20 the elevator more effective?   Some pilots even land by levelling=20= in=20 ground effect and taking out the flaps completely in order to nicely settle=20= on=20 the runway.  Too much work for me - I usually land full flaps, nose=20 blocking the view of the runway ahead and the AOA urging "Angle, Angle Push!= "=20 just before the wheels squeek on.
 
I love my Lawn Dart and it treats me well as long as I "do my part" by=20 paying attention until the hangar door is=20 closed..........
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