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,
There are some things I need to comment to you and the list related with my experience with the 701 and the LRI.
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.
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...
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!
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.
He is also my friend, we were class mates since college.
He once told me: There is a big diference betwen driving a car and being a limo Chauffer. same is when flying an airplane.
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.
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.
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.
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.
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,
We use our LRI calibrated at normal approach angle of attack for two reasons:
First We fly at diferent altitudes here and diferent sizes of landing strips, so a slow aproach without loosing glide angle/speed is important.
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...
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...
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
http://home.hiwaay.net/~sbuc/journal/liftreserve-pg2.htm
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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