Hello Everyone. 

 

I am saddened by the loss of anyone in an airplane, especially a Lancair so my condolences to the family.

 

This does bring me to some questions about Angle of Attacks.  I do not have one in my Lancair 320 MKII but would like to add one.   I have heard that they are MUCH easier to add while building but I am flying now and wonder what you guys think is the easiest AOA to install on a flying aircraft.  My wingtips are not removable.

 

Also, some flight test tid bits I've learned.  I now have 15 hours on my new Lancair.  I have learned a great deal in this time and am sure there will be much more to learn but here's some stuff I learned.  My NACA duct feeding directly to my oil cooler works TOO good and now I need to add a restrictor.

 

My airplane has a 21 inch elevator trim tab that is run by Ray Allen's electric servo.  This tab is too big if you ask me and it is extremely effective with just a little push of the button.  I know they have slower-downers for your switches but I like it - here's the problem:  take off.  

 

I MUST make sure my trim is in the perfect spot for take off (yes I use a checklist) which is one line lower than level flight, meaning I need my trim set at nose down for take off OR my plane will try to rotate before it should.    If I allow this to happen, I am fighting it to stay on the ground.   One indicator nose down means I have a perfect take off and the plane  stays on the ground till the airspeed is safe and just a gentle tug and it's up up and away at a safe airspeed.     Trim on take off is important I've learned - very important.

 

Also, I am glad I did not paint before first flight because I modified my cowl twice and installed a rudder trim tab both of which would have made me mad if I screwed up a new paint job.

 

I still can't believe it flies and I built it.  It is so much fun but I don't push it.  I never make steep turns near the ground and I fly wide in the pattern so I don't have to make steep turns at slow airspeeds to compensate for being so fast.

 

I also learned that I have to fly some power down to the runway because, this way I can keep the nose in a controlled attitude whereas if I cut the power, I am flaring bigger and then each time I that happens it becomes impossible to see over the nose and I have to look out the side windows and even to a go around if necessary.   If I use slight power and bring it down to a less aggressive flair, I have no problem greasing it on and seeing over the nose and I still touch down mains first.   On this, my advice is practice practice practice. 

 

Some of you might yell at me and tell me everything I am doing wrong but I'm just telling you what works for me and what I'm learning - take it for what it's worth and hopefully my "new guy" experiences will help others or at least provide you some amusement.

 

Matt