Return-Path: Sender: (Marvin Kaye) To: lml Date: Sun, 28 Jul 2002 21:01:34 -0400 Message-ID: X-Original-Return-Path: Received: from [64.4.8.208] (HELO hotmail.com) by logan.com (CommuniGate Pro SMTP 4.0b5) with ESMTP id 1651145 for lml@lancaironline.net; Sun, 28 Jul 2002 02:33:07 -0400 Received: from mail pickup service by hotmail.com with Microsoft SMTPSVC; Sat, 27 Jul 2002 23:33:08 -0700 X-Originating-IP: [63.224.196.99] From: "Gary Edwards" X-Original-To: Subject: grass fields X-Original-Date: Sat, 27 Jul 2002 23:33:01 -0700 MIME-Version: 1.0 X-Mailer: MSN Explorer 7.02.0005.2201 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0000_01C235C5.F2955EA0" X-Original-Message-ID: X-OriginalArrivalTime: 28 Jul 2002 06:33:08.0289 (UTC) FILETIME=[A307C310:01C23600] ------=_NextPart_001_0000_01C235C5.F2955EA0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Jarrett, I concur with Bill's four landing recommendations on grass fields. =20 In addition, keep in mind the 320/360 airframe has longer gear legs than = the 235 airframe. As a result, the 235 has a lesser amount of rudder gro= und clearance. Subtract a little more rudder ground clearance when insta= lling a 0-320 (slightly pumped up nose gear strut for the longer prop). = Also subtract additional rudder ground clearance for the ventral fin when= installed (recommended) on the bottom of the 235 rear fuselage and rudde= r. When the nose pops up suddenly, as Bill mentioned in one of his recommend= ations, there may not be sufficient rudder ground clearance on takeoff. Departing, Golden West Fly-in at Sacramento in 2000, with 3/4 fuel, passe= nger and baggage (aft c.g.) I shaved the bottom off my rudder (standard t= akeoff on a paved surface). The same awareness of rudder clearance may apply on landing at slow speed= s and high angle of attack (which I TRY to avoid). Gary Edwards LNC2 235/320 (with ventral fin) Get more from the Web. FREE MS= N Explorer download : http://explorer.msn.com ------=_NextPart_001_0000_01C235C5.F2955EA0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Jarrett,

I concur with Bill's four landing recommendations= on grass fields.

In addition, keep i= n mind the 320/360 airframe has longer gear legs than the 235 airframe.&n= bsp; As a result, the 235 has a lesser amount of rudder ground = clearance. Subtract a little more rudder ground clearance when= installing a 0-320 (slightly pumped up nose gear strut for the long= er prop). Also subtract additional rudder ground clearance for= the ventral fin when installed (recommended) on the bottom of the 235&nb= sp;rear fuselage and rudder.

When the nose&n= bsp;pops up suddenly, as Bill mentioned in one of his recommendations,&nb= sp;there may not be sufficient rudder ground clearance on takeoff.

Departing, Golden West Fly-in at Sacramento i= n 2000, with 3/4 fuel, passenger and baggage (aft c.g.) I shave= d the bottom off my rudder (standard takeoff on a paved surface).

The same awareness of rudder clearance may app= ly on landing at slow speeds and high angle of attack (which I TRY t= o avoid).

Gary Edwards

LNC2 = 235/320 (with ventral fin) &nbs= p;

Get more fr= om the Web. FREE MSN Explorer download : http://explorer.msn.com

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