Vegas Baby!

[Bruce Hughes]

Hi Drew

Takeoff is no problem.   There is no fence at the east end.   If you
have 1" of altitude when the runway ends, you instantly get 200'
of altitude in the next second.   East end is like an aircraft carrier.
I have a O320 engine.

We did have a Seabee "fly" off the end without enough airspeed a year
ago.   Broke a 6" tree in half on the way down.

[Bruce Hughes]

We have a twin Cessna, an AT6, and an Extra that operate out of
Western Air Park.  

[Drew]

I am pretty conservative--as I can see that you are too.  I would start at 4000 ft and work your way down.  85 mph is what I used for approaches unless it was a calm day (no gusting winds) and I would come in at 75.  Don't solve "too highs" with dumping the nose (plane acclerates, speed brake retracts, plane accelerates more).  Solve "too highs" with first pulling the power all the way to idle.  If this won't completely solve it, stomp on both rudders.  If this is still not enough, wag the wings 45 deg left and right fairly fast to dump the lift vector (this will keep you tracking  towards the runway centerline (don't do this on base leg----final only) and will really increase the rate of descent.)  Of course you have to stop wagging the wings on short final to land.  If this is STILL not enough, this is not your day----go around.

The key to landing on short runways is to land on speed-----and at the short end of the runway-----the runway behind you that you did not land on is not helping you out.

Also, if you have weakspongy brakes---fix them.

Your 320 will be awsome----you will have plenty of power to do a whole lot of things.

[Bruce Hughes]

Hi Drew

Thanks for the details of your technique.   I eventually will try them.

Western is fine for anyone with GOOD landing skills.   If you are too
high OR too low, you have a problem.   The approach to 27 is TOTALLY
clear.   But, if you are too low, you can hit a near vertical wall of dirt.
Just like an aircraft carrier - except you cannot go around - we have
really tall trees at the west end.

I have REALLY GOOD brakes.   The dropoff at the west end of 27 is
about 6' to the street.

My wife did an intentional ground loop without damaging the airplane
(not a Longeze)(not any airplane that you know about)(experimental).  

[Snappy]

Wow! With all the trees, dirt and wind shear off the buildings, how do the T-6 and Twin do??

I also use 2000' as a rule of thumb for safe take offs and landings.  Factor in fuel/pax load, density altitude and wind and I've done 1800' without problems.  For brakes, I replaced the Clevelands with Robbie Grove's 2 years ago and stopping has never been a problem since.

I have found that for short field takeoffs, I do better by maintaining neutral elevator until 65, then rotating at 70.  Keeping the drag at a minimum while gaining speed helps until rotation.  I fly 120 on downwind, 100 base, 90 final and 80 over the fence.  Try not to use the board untill short final.  Touchdown is right about 72 with long runways using Bert's "Canard on the horizon" viewpoint.  By holding a slower downwind, the whole landing sequence is slower and less apt to get out of hand.  Also, by keeping the speed down using board and rudders as needed takes care of any excess speed.  I also use full forward slips to increase decent rate and found that in my airplane, it works as well as 45 degree dutch rolls.

I heard once that brother Dick has landed much shorter using the "Under the Canard" view, but that is probably just rumor?  I've thought about it but am concerned about hitting my prop at high angle of attack.

By the way, I'll be flying comercial Tuesday to Seattle and headed home Thursday.  Maybe I'll stop by and eyeball the strip.

Bruce, is this wx ever going to break???

[Drew]

If you get too slow in a longez you will lose quite a bit of roll authority.  75 mph in calm/smooth was ok for me----but not enough roll authority in non-calm/smooth wind.  You can get yourself into a "yikes!" moment when you ask for aileron on final and the plane does not want to give you any.  
At 85, I had no problems.

A observation I am noticing between the Longez and Cozy MKIV...  In the Longez, I would fly it in just about any kind of wind condition (up to 22 kts direct crosswind (small rudders too!)) and just about any kind of gusting conditions-----and feel right at home.  In the Cozy, the plane seems more effected by the crosswind and gusty conditions---I am not nearly as comfortable.  At this point, don't know if it is really a difference in the aircraft-----or a difference in my time in aircraft (Long>600 hrs, Cozy<100 hrs).

[Snappy]

I know what you mean about getting comfortable and 'in your element'.  I think it takes me at least 100 hours to become competent in a new type.  More than that to explore the envelope and understand your go/nogo perameters.

I use to fly hang gliders and watch pilots launch in marginal conditions.  Sometimes one in four or five would 'eat it' and end up being hauled down the mountain.  I watched a guy leap into 20-25kt wind off the cliff face and do a half loop right back into his vehicle that was parked some 100 feet back.  For me, I'd always take the chicken way out and come back on the perfect day for the perfect flight.

Got to follow and watch a redtail hawk from about 150 feet above and behind once.  Their wings are marvels of control in all flight regeims.  This guy was looking for dinner and didn't notice me until I got too close, then peeled off and I was on my own again, but he lead me right to the thermals.

Spectacular flight!

[Bruce Hughes]

Hi, Snappy

I need your phone #.   Call me at 808-250-0939 or reply to

bruce@ywave.com

We are about 2 hours south of Seattle if you are coming by rent-a-car.

You probably would enjoy seeing the Museum of Flight more than seeing
Western Air Park, unless you have seen the Museum multiple times.

Will be glad to have you by.   Get prepared for a messy hangar.

Be sure to call or email me.  

Bruce Hughes