Return-Path: Received: from marvkaye.olsusa.com ([205.245.9.243]) by truman.olsusa.com (Post.Office MTA v3.1.2 release (PO203-101c) ID# 0-44819U2500L250S0) with SMTP id AAA177 for ; Sat, 14 Nov 1998 01:47:03 -0500 Message-Id: <3.0.3.32.19981114014348.02d37fa4@olsusa.com> Date: Sat, 14 Nov 1998 01:43:48 -0500 To: lancair.list@olsusa.com From: PHILLIP HARCOURT (by way of Marvin Kaye ) Subject: Small Tail X-Mailing-List: lancair.list@olsusa.com Mime-Version: 1.0 <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> I have flown both size of tails and the small tail airplane works fine as long as the proper approach and take off speeds are observed. There is plenty of authority for flare and the airplanes need to be flown with a very light touch. Some of the problems people experience is c.g. and trim related. The airplanes get pitchy when loaded to the aft c.g. (or beyond) but this has nothing to do with the tail - both versions do it! I find that a lot of low time (and low performance) pilots don't trim the airplane properly for approach and take off (some don't have very good trim systems but thats a whole other subject). If the airplane is properly trimmed - it is MUCH easier to handle in areas of low speed. The only area the large tail truely helps is in hands off stall recovery - do you do this very often? I tend to like having my hands on the controls when stalling! -:! Major surgery to change the tail, probably not needed (IMHO).