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Lorn:
I think the numbers that I provided are reasonably accurate for my
Legacy, but after your questions I had planned to do some testing this
weekend to confirm that. Unfortunately, the weather was terrible and I
didn't get to fly at all. I'll try again next weekend when I'm back on
the island. Maybe I'm braking more than I think.
After reviewing your video clip, I would say that my final approach is
considerably steeper than yours, although it may be that it just looks
flatter on the video than it is. My propeller slows me down quite a
lot, as I noted, especially after I pull the throttle back to idle at
the threshold. What kind of propeller are you using?
Greg Nelson:
Both you and Lorn have considerably more experience than I do, but take
this for what it's worth. When I referred to the flare, I meant raising
the nose just before the touchdown to an angle of attack greater that
the angle I have been holding through short final. I always touch down
on the mains; the variability I was referring to is in how high I have
the nose at the point of touchdown, which affects both the softness of
the landing and the rapidity of speed loss. My airplane has a CG near
the front of the envelope, which makes it challenging to keep the nose
wheel off the ground during the roll out. Before touchdown, I generally
have full elevator trim in, but I still have good elevator authority
remaining. The Legacy definitely will flare, but the challenge
(especially at first) is to do a nice smooth flare at just the right
time, so the mains are very close to the ground when the airplane
settles. An abrupt pullback at the speed I use definitely will result
in a climbing float.
Carl Lewis
Legacy N14CL
-----Original Message-----
From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of
Lorn H Olsen
Sent: Friday, January 27, 2006 9:09 PM
To: Lancair Mailing List
Subject: [LML] Re: Lancair Legacy Roll Out 900' ?
On Jan 24, 2006, at 11:57 AM, Lewis III, Charles S. wrote:
> Lorn:
>
> At an airport like the one on Orcas Island, I maintain 110 knots
> through the base-final turn, then carry 100 knots until short final,
I do from 100 kts to 95 kts from downwind through final.
> when I bring it down to the 97 knot range.
Here I go to 88 kts.
> I bring the prop in (three-blade Hartzell) on final, and I come
> down steeply. Just before the threshold I slow more, so that I'm
> over the fence at about 95 knots.
I come over the fence at 80 kts.
> I shed considerable speed in the flare, of course, but I'm not sure
> what my speed is at touchdown. When I flare well and keep the nose
> up, the roll out is surprisingly short. If I land more flat, the
> touchdown speed is higher and the roll out, naturally, is longer.
> If I take the taxiway at the end of the 2900 foot runway, instead
> of the center taxiway, I need little braking when landing downhill
> and none when landing uphill, even f my flare wasn't everything it
> should have been.
I don't get it? My roll out are about 2,000 ft unless I use a lot of
brake.
> Carl Lewis
> Legacy N14CL
>
>> Carl,
>> What is your approach and landing speed?
>> Lorn
I have a movie of my last landing. The landing looks very shallow to
me but the VS indicator is indicating 1,500 fpm for most of the
approach.
Let me know what you think.
The video clip both mov & avi files are at:
http://www.dynacomm.ws/~lorn/flight/landing/
--
Lorn H. 'Feathers' Olsen, MAA, DynaComm, Corp.
248-345-0500, mailto:lorn@dynacomm.ws
LNC2, O-320-D1F, 1,100 hrs, N31161, Y47, SE Michigan
--
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