X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 05 May 2014 17:10:49 -0400 Message-ID: X-Original-Return-Path: Received: from nm19-vm1.bullet.mail.ne1.yahoo.com ([98.138.91.56] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 6859794 for lml@lancaironline.net; Mon, 05 May 2014 14:33:35 -0400 Received-SPF: pass receiver=logan.com; client-ip=98.138.91.56; envelope-from=dudewanarace@yahoo.com Received: from [98.138.100.103] by nm19.bullet.mail.ne1.yahoo.com with NNFMP; 05 May 2014 18:33:00 -0000 Received: from [98.138.89.175] by tm102.bullet.mail.ne1.yahoo.com with NNFMP; 05 May 2014 18:32:58 -0000 Received: from [127.0.0.1] by omp1031.mail.ne1.yahoo.com with NNFMP; 05 May 2014 18:32:58 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 447202.19899.bm@omp1031.mail.ne1.yahoo.com Received: (qmail 60325 invoked by uid 60001); 5 May 2014 18:32:58 -0000 X-YMail-OSG: oveUwQAVM1ns4zdqFnkCFu7oxXEB8ClEqULoPE5RTcIBgd5 hs8Mr.abyUQyjxXOU3H3UXib4nxWkRGDVCV_HRB2KTxofv8wpyWA2tLRFdK0 6rchgzanBQlihOsRIlw.na6YwBvqZdJfUwIFX7RyvUrDu9jQBNfsh9xd34fC LivZpIIOMxP84wkU53R0Mn9FW7OtJbexZ7hWhWbJGX09yNXMYioeIHN.oBXr RRpQMTAHmoFuG8bAglvvndmbZfc6OERjxdYxSXRKWUXPF88piBfauOF.XYk4 XJFVdbR5xk0B2PEWeXVYzgV9_Yr.4_KsKL1RIrBFNVXczh3leL7P5poLGKHB 6a4p_uDT0gjv6NYWSHNahWzw9e0wnIHuqHYiU7Op74LgzeJK3r6AezXdQvrs GJJaBrH0KQQJbGFLyd9bEWqqvNOoKIZx0hVYRnwgG6MmwZL9LV9WxGE7dKDx W6ioeXy_uccPRGskUmLg.RyU8uUmPlT0r.gDGzoSsExtB.mM65OhU36kd0TQ kv9y0gHh3KUB5plhu.QkeG_zpnRA7A6gFBy8OCev7Wz8cT2.PuaGeWyFJWsE dQP.jgSG9yMoKHnYorqobA9PvXZxFuwmvaVXHzOFtdB8- Received: from [24.2.15.88] by web124705.mail.ne1.yahoo.com via HTTP; Mon, 05 May 2014 11:32:58 PDT X-Rocket-MIMEInfo: 002.001,QmVpbmcgYSBiaWcgaG9yc2Vwb3dlciwgc21hbGwgdGFpbCwgTE5DMiBwaWxvdCwgSSdsbCBvZmZlciBteSBvcGluaW9uLgoKRnJvbSBhbiBhbGlnbm1lbnQgcGVyc3BlY3RpdmUsIGNoZWNrIHlvdXIgbm9zZSBnZWFyIGZvcmsgYW5kIGhvdyBpdCBhdHRhY2hlcyB0byB0aGUgc3RydXQuIMKgTm90IHN1cmUgaWYgdGhlIDIzNSBraXQgaXMgbGlrZSB0aGUgMzIwLzM2MCwgYnV0IGlmIGl0IGlzLCB0aGUgYXR0YWNobWVudCBob2xlcyBvbiB0aGUgc3RydXQgYXJlIGFjdHVhbGx5IHNsb3RzLiDCoFRoaXMgYWxsb3cBMAEBAQE- X-Mailer: YahooMailWebService/0.8.188.663 X-Original-Message-ID: <1399314778.53674.YahooMailNeo@web124705.mail.ne1.yahoo.com> X-Original-Date: Mon, 5 May 2014 11:32:58 -0700 (PDT) From: dudewanarace@yahoo.com Reply-To: dudewanarace@yahoo.com Subject: Re: [LNC2] Fast taxi testing X-Original-To: Lancair Mailing List MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="578871877-1715907027-1399314778=:53674" --578871877-1715907027-1399314778=:53674 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Being a big horsepower, small tail, LNC2 pilot, I'll offer my opinion.=0A= =0AFrom an alignment perspective, check your nose gear fork and how it atta= ches to the strut. =A0Not sure if the 235 kit is like the 320/360, but if i= t is, the attachment holes on the strut are actually slots. =A0This allows = for a certain amount of play left or right to align your fork. =A0Once alig= ned, the clamp on top maintains the position. =A0Keep in mind, if your stru= t is self centering when extended, the only way to really see where it want= s to point is with the strut fully extended. =A0So, to check it, make sure = the strut is fully extended, line the airplane up on a taxi line, and pull = it from the prop for a bit. =A0See if it tracks on the line. =A0Mine was a = bit off actually and a small adjustment on the fork made taxing much more r= elaxing.=0A=0ABut.. I doubt that is your problem.=0A=0AFor new(er) pilots t= o this airframe, it takes some time to isolate the rudder movement from the= brake application. =A0It is very easy to add a foot full of rudder and app= ly a bit of brakes also.. =A0One thing I advise is to not wear stiff boots = and allow yourself a bit more dexterity in your feet. =A0It makes it easier= to feel the brakes and the very little travel they actually have.=0A=0ANow= , be aware of this: =A0If attempting to raise the nose during a fast taxi i= n a small tail Lancair, it is very likely the airplane will take off. =A0Pa= rt of the 'issue' I see is the wing is flying before the tail is probably e= ffective enough to rotate the nose. =A0With my airplane, the rotation and l= iftoff happens pretty much all at once. =A0As soon as the nose lifts, so do= es the airplane. =A0So if you intend to raise the nose, I would prepare to = do your first landing as well. =A0Your runway may be a bit short for all of= this to happen comfortably. =A0The more I think about this, I suppose if y= ou did not have takeoff flaps, it might be possible to carry the nose. =A0B= ut man, that is a fine margin in my opinion.=0A=0AFor me, I can slowly dial= in takeoff power (well over 200hp) without any major directional issues. = =A0I start with full right rudder, add power, use a touch of right brake as= needed to keep it on centerline. =A0Generally by the time I am rotating I = am easing off some rudder as it is getting more and more effective. =A0Appl= ying left rudder is a rare event, unless wind is a factor. =A0I have a stoc= k rudder with no dorsal fin.=0A=0ATom McNerney=0Ahttp://www.N54SG.com=A0=0A= =0A=0A---------=0AThis morning I made several fast-taxi runs in my Lanciar = 235/O-290-D2. The first few runs were with empty wing tanks and it got real= squirrely. The plane would veer from side-to-side with a period of about 3= seconds and it was all I could do to keep it on the runway. I got scared a= t about 50 KTs, pulled the power, and applied the brakes heavily to keep fr= om going into the weeds. I never could get going fast enough to lift the no= se wheel.=0A=0A=0AI taxied back to the hangar and added 5 gallons of 100LL = in each wing tank and repeated the test. The results were much better but t= he side-to-side oscillation was still there and it was easy to get into a P= .I.O.=0A=0AIs this normal behavior for the small Lancairs? Could this be du= e to something in the oleo strut? (I don't have the centering mod)...Tire p= ressure?...Dragging=A0 MLG brake?...Any other ideas?=0A=0AFWIW, I added a 5= " ventral fin and extended the rudder 5" to avoid just this sort of thing w= ith the larger engine. Apparently, those mods don't work at low speeds.=0A= =0AHelp! --578871877-1715907027-1399314778=:53674 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
Being a big horsepower, small tail, LNC2 pilot, I'll offer my opinion= .

From an = alignment perspective, check your nose gear fork and how it attaches to the= strut.  Not sure if the 235 kit is like the 320/360, but if it is, th= e attachment holes on the strut are actually slots.  This allows for a= certain amount of play left or right to align your fork.  Once aligne= d, the clamp on top maintains the position.  Keep in mind, if your str= ut is self centering when extended, the only way to really see where it wan= ts to point is with the strut fully extended.  So, to check it, make s= ure the strut is fully extended, line the airplane up on a taxi line, and pull it = from the prop for a bit.  See if it tracks on the line.  Mine was= a bit off actually and a small adjustment on the fork made taxing much mor= e relaxing.

Bu= t.. I doubt that is your problem.

For new(er) pilots to this airframe, it takes some ti= me to isolate the rudder movement from the brake application.  It is v= ery easy to add a foot full of rudder and apply a bit of brakes also.. &nbs= p;One thing I advise is to not wear stiff boots and allow yourself a bit mo= re dexterity in your feet.  It makes it easier to feel the brakes and = the very little travel they actually have.

=
Now, be aware of this:  If attempting to = raise the nose during a fast taxi in a small tail Lancair, it is very likel= y the airplane will take off.  Part of the 'issue' I see is the wing i= s flying before the tail is probably effective enough to rotate the nose. &n= bsp;With my airplane, the rotation and liftoff happens pretty much all at o= nce.  As soon as the nose lifts, so does the airplane.  So if you= intend to raise the nose, I would prepare to do your first landing as well= .  Your runway may be a bit short for all of this to happen comfortabl= y.  The more I think about this, I suppose if you did not have takeoff= flaps, it might be possible to carry the nose.  But man, that is a fi= ne margin in my opinion.

For me, I can slowly dial in takeoff power (well over 200hp) without any major directional issues.  I start with full right rudder= , add power, use a touch of right brake as needed to keep it on centerline.=  Generally by the time I am rotating I am easing off some rudder as i= t is getting more and more effective.  Applying left rudder is a rare = event, unless wind is a factor.  I have a stock rudder with no dorsal = fin.

Tom McNer= ney
http://www.N54SG.com 


---------
This morning I made several fast-taxi runs in my Lanciar 235/O-290-= D2. The first few runs were with empty wing tanks and it got real squirrely= . The plane would veer from side-to-side with a period of about 3 seconds a= nd it was all I could do to keep it on the runway. I got scared at about 50= KTs, pulled the power, and applied the brakes heavily to keep from going i= nto the weeds. I never could get going fast enough to lift the nose wheel.<= /span>

I taxied = back to the hangar and added 5 gallons of 100LL in each wing tank and repea= ted the test. The results were much better but the side-to-side oscillation= was still there and it was easy to get into a P.I.O.

Is this= normal behavior for the small Lancairs? Could this be due to something in = the oleo strut? (I don't have the centering mod)...Tire pressure?...Draggin= g  MLG brake?...Any other ideas?

FWIW, I added a 5" ventral= fin and extended the rudder 5" to avoid just this sort of thing with the l= arger engine. Apparently, those mods don't work at low speeds.

Help!

--578871877-1715907027-1399314778=:53674--