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Date: Wed, 23 Aug 2000 08:43:58 -0500
From: Brent Regan <brent@regandesigns.com>
To: Lancair List <lancair.list@olsusa.com>
Subject: Re Newbie questions
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          <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>>
          <<  Lancair Builders' Mail List  >>
          <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> 
>>
Andy asks:

<<Regarding pressurization: I imagine the pressurized cabin is
quieter...snip... offers other physiological
benefits, as opposed to wearing a simple cannola.>>

Cabin altitudes over 10K give me headaches regardless of O2 use. Reduced
fatigue is also a factor. Also, pressurized IVs are generally worth more
than non pressurized ones so you get a higher return on your labor
investment.

<<Regarding the rudder size: I have yet to fly a 4/4P however I have heard
it
suggested that a "smaller than it should be" rudder makes for heavy
handling qualities, makes spin recovery difficult, disallows a meaningful
slip, and limits crosswind capability. Can someone currently flying a 4/4P
comment on this.>>

In turbulent conditions I put both feet on the petals and lock the rudder,
giving improved (acceptable) yaw stability. Forward slips are out of the
question in a IV due to limitations in the fuel pickups. Get speedbrakes
rather than get in the habit of forward slips and fun the risk of starving
the engine on short final. Crosswind capability  in the IV is excellent as
it is more a function of landing speed and wing loading than rudder size. I
have landed in a 25 gusting 30 Kt direct crosswind with no problem. The
procedure was to crab to the threshold at 120 Kts, no flaps, drop a wing and
land on one main (followed by the rest of the gear).

<<Regarding a right side door: I suppose my greatest pet-peeve of the 4/4P
is
the lack of a right side door... snip...their response was a somewhat rude
"this is how it is; we're not changing it; deal with it">>

The single door is really no problem. The only passenger who has to climb
over anything is the copilot and the pilot invariable has to help / instruct
the passengers on mount / dismounting. Also, being the last one in assures
that nothing is left dangling out the door. Given the cost, weight, cabin
intrusion and hassle of a second door, I'll pass, thank you.

Regarding the response you received, you need to cut them some slack. If you
were asked the same question 10,000 times you would get a little testy too.

Opinions on kit quality are all over the board, indicating that the quality
of the kit parts is builder dependent. You can always find someone who has a
complaint about any given aspect of anything. While I have never seen anyone
post that the received a part that fit and worked perfectly, I suspect that
it has happened at least once.

I am always amused by people who carefully weigh the all the elements before
making a decision to build an airplane. It took me less than 30 seconds to
make the decision to build a IV. I didn't even know how to fly at the time.
There are so many unexpected hurtles to overcome in the building process
that it is impossible to make a meaningful, rational decision based on
logical analysis. Fundamentally you must want to experience the building
process at least as much as you want to fly the finished product. Ask
yourself if you want to build an airplane or if you just want to fly one.
There are plenty of airplane kits in storage, owned by would be flyers who
didn't care much for building.

On the first flight of my airplane I had mixed emotions as I realized that
the building process, a process I enjoyed, had come to an end. Then I flew
the airplane and got over it. In July of '96, on the ramp at San Carlos,
Larry Ellison (founder of Oracle) offered me $650,000 for my airplane. I
turned him down. That is how much I like this airplane. Some have said it is
the day two fools met. I just smile.

Regards
Brent Regan
LIV-P  630 hours TT

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
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Please send your photos and drawings to marvkaye@olsusa.com.
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