X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sat, 20 May 2006 07:06:55 -0400 Message-ID: X-Original-Return-Path: Received: from mxo1.broadbandsupport.net ([209.55.3.81] verified) by logan.com (CommuniGate Pro SMTP 5.0.9) with ESMTP id 1120232 for lml@lancaironline.net; Fri, 19 May 2006 14:24:30 -0400 Received-SPF: none receiver=logan.com; client-ip=209.55.3.81; envelope-from=kloop@plantationcable.net Received: from atmail7.ibbsonline.com (unknown [209.55.3.56]) by mxo1.broadbandsupport.net (Postfix) with ESMTP id 5F09738D1A1 for ; Fri, 19 May 2006 14:23:20 -0400 (EDT) Received: from localhost ([127.0.0.1] helo=atmail7.ibbsonline.com) by atmail7.ibbsonline.com with esmtp (Exim 4.51) id 1Fh9dY-0004Mc-QI for lml@lancaironline.net; Fri, 19 May 2006 14:23:44 -0400 Content-Disposition: inline Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="us-ascii" MIME-Version: 1.0 From: X-Original-To: 'Lancair Mailing List' Subject: Re: [LML] IVP Crash, Lancair handling characteristics Reply-To: kloop@plantationcable.net X-Original-Date: Fri, 19 May 2006 14:23:44 -0400 X-Uidl: 1148039251.H820316P22360.atmail7.ibbsonline.comS=6753 X-Mailer: AtMail 4.11 X-Original-Message-Id: <20060519182320.5F09738D1A1@mxo1.broadbandsupport.net> X-broadbandsupport.net-MailScanner-Information: Please contact the ISP for more information X-broadbandsupport.net-MailScanner: Found to be clean X-broadbandsupport.net-MailScanner-From: kloop@plantationcable.net X-Spam-Status: No =0D =0D

Very good, Grayhawk.  Well stated.

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The Norman Howell thing is a clear miss.  I responded to that years= ago and if I can find it in a file I would love to see what folks think of= it.

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I have the 1989 kit (#393), first flight in December, 1994 and still jus= t love the airplane, small tail and all.  There are no surprises, it i= s fast, safe and so efficient.  The "small tail" controversy was such = a shame, imposing a design change that was not necessary and a detriment to= the original design.  Like any high performance vehicle, the driver n= eeds to learn its limitations and his or her own, and stay within those lim= its.

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George Shattuck

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N320GS



On Fri May 19 7:47 , Sky2high@aol.com sent:

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RA,
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BS.
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The rest of this has nothing to do with a specific crash.
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As others will point out, your emphasis on the 320/360 tail is overdon= e.  In addition, anyone that writes for a part 43 (?) certificate= d GA airplane magazine has a questionable bias against EXPERIMENTAL ai= rplanes.  Even though the FAA has allowed airplanes such as the Tomaha= wk and those killer twins (you know, where the engines are out on the wings= ), we train GA pilots are trained to the same level of mediocrity - th= e rest of the skill set is up to the individual, sometimes thru trial and e= rror.
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For those that are interested, The CAFE flight tests for 360, Legacy a= nd IVP are at the following site. Slog thru the data and decide for yoursel= f on whether or not the flight characteristics take away from their su= perior flight performance. 
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BTW, I fly a small tail 320 and find it stable enough thru the full ra= nge of weights and CG (uh, I don't like rearward CG).  Remember that t= he 200/300 series EXPERIMENTAL Lancairs have one of the most unique wi= ngs flying today - reflex flaps that actually reduce drag.  Sure, Lanc= air added the silly 6 ft. tail for additional stability - then they had to = add the extended engine mount to overcome a more aft CG.  Of course, t= hen the cowl had to be extended.  Yada. Yada.
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For those of you that now feel guilty about flying an EXPERIMENTAL air= plane, read the following over reaction......
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Yes, just like the "good" chauffeur, I stay away from the precipice ed= ge as far as possible, but I still take the trip. I must be nuts!
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Grayhawk
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Piloting the fastest, most unsafe, retractable gear, IO 320 tractor po= wered, heavier than air machine in these here whereabouts.  A pla= ne designed and built in the last century and still flying in this one= .
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