ggower_99(at)yahoo.com
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 Posted: Tue Jun 06, 2006 10:47 pm Post subject: Low speed takeoffs and stall Airpseed. LRI (Long post) |
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Hi Paul,
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There are some things I need to�comment to you and the list related with my experience with the 701 and the LRI.
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My main experience in flight is more in hangglider and trikes (weight shift) for 30 years, with ocassional time in 3 axis airplanes.�
The good thing is that I am able to practice and learn a lot since we finished the 701 because we fly almost every week end. (from�3 to 10 hrs a week)� This last weeks more in the 3 to 5 hrs a week side, because of work.�
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I have the LRI on top of the instrument panel, so not looking at it is more my fault that the location of the instrument.� This will be modified with practice and confidence.
If the photo gets tthough the list you can see the LRI just behind the door frame...
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Another thing I have worked out with practice, was that since several years ago, I spend lots of time in the computer Simulator,�(90% instruments and 10% outside view in the screen).
It sure helped a lot, BUT at early stages of my training, my instructor had to partialy cover some of the instruments in the 701 in several flights, so I could learn to "feel" the airplane and look outside,� He says that the most important instrument in an airplane, is the windshield!
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We�are now working hard in my landings (and smooth in the plane  ,� he wants them precise.�including the position of the LRI needle in all the aproaches. .
Same happened �with all the flight attitudes during my training.�
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He is also my�friend,�we were class mates�since college.
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He once told me:� There is a big diference betwen driving a car and being a limo Chauffer.�same is�when flying an airplane.��
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Now my present training�position�is learning to do short landings....�� Is real fun.�
So now I am no expert (Yet)� He will not let me go until I am one �� He (we) are very persistant .� One hour of class and 2 to 4 of practice myself.�
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Here is where the 701 and the LRI are worth.�� Also is where I feel "at home" because, same as hangglidng, �I like to idle the engine and glide all the way down to flare precisly in the spot I chosed.� Well, sometimes I need a little power to correct my aproach.
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Here is where I am�learning about the two wing flying positions in the 701: � Glide and STOL and the importance of a good aproach angle to have�a succesfull and smooth short landing.
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Saludos
Gary Gower
Flying from Chapala, Mexico.
Maybe some day I will be able to rol the 701 and fill a glass of Corona Beer � at the same angle of attack of course�� �
Do not archive.
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Paul Mulwitz <p.mulwitz(at)worldnet.att.net> wrote:
[quote]Hi Gary,
Thank you for the article link on flying the LRI.� I enjoyed reading it and got my ideas about it reinforced.� It sounds to me like a much better instrument to use for critical airspeed control than the airspeed indicator.� Of course you can still use the nose "Picture" on the horizon to control your speed as well, but the LRI sounds like a nice precise way to get nearly maximum performance from your plane on both takeoff and landing.
I understand your comment about not wanting to take your eyes off the runway on landing approach to check the LRI.� There may be several ways to deal with this problem.� Let me suggest a few:
1.� You can set up your approach at the desired LRI indication.� Then look at the pitch on the nose of your plane and hold the same pitch while using the same power/airspeed and flap setting.� This should hold the same LRI indication.
2.� I have seen many AOA indicators - particularly the kind with colored lights - mounted above the instrument panel so the indication is easy to see while looking out the windshield.� You could mount your LRI indicator either on top of the panel or at the top-most position in the center of your viewing image.� This would make it very easy to find the indicator at the critical moments.
3.� If you have already mounted your indicator at a remote location in your instrument panel, you might be able to make an optical path to make it visible from above the panel.� This might be similar to the mirrors used in a "Periscope".� Place one rectangular or oval mirror below the gauge and mount another one above the panel in line with the other mirror.� Then you should be able to see the instrument face while looking out the windshield.
In any case, I am happy I decided to install one of these instruments in my XL.� I think I will put it on the topmost row of instruments - perhaps right next to the EFIS.
Thanks again,
Paul
XL wings (nearly done)
At 05:13 PM 6/5/2006, you wrote:
[quote]Hello Paul,
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We use our LRI calibrated at normal approach angle of attack for two reasons:�
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First We fly at diferent altitudes here and diferent sizes of landing strips, so a slow aproach without loosing glide angle/speed� is important.
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And second the STOL� flair/approach in the 701 is so slow and close to the ground that sincerely,� there is no time to glance at the LRI.� We just keep the eyes on the strip trough the side of the windshield that instant before touch down...
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I am now building a 601� XL� that will also have an LRI installed,�� but I am very far from the kit looking as an airplane...
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Here is one good article that explains how the LRI works in a "normal" type of wing.� (If there is something close to "normal wing" in modern homebuilt airplanes �
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http://home.hiwaay.net/~sbuc/journal/liftreserve-pg2.htm
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Hope this helps.� Because I am sure that the XL can make impressive short field landings in grass strips if flow correctly...� Time will say (in my case).
�
Saludos
Gary Gower.
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