It was gusty, I didn't have my calibrated left right nose indicator on.
For me "about" 20 degrees when concentrating on keeping the ends from
swapping means "more than ten and less than thirty!" So no I had not
calculated a cross wind component. If it were blowing that hard and steady
the tower probably would have noted it. Also note I have a lot of room to
work with, as all the municiple airports out here are WW-II AF training
training bases. Falcon field was set up to train British Pilots in 1941.
Steve Hagar
hagargs@earthlink.net
> [Original Message]
> From: David Joyce <davidjoyce@doctors.org.uk>
> To: <europa-list@matronics.com>
> Date: 10/15/2006 2:57:49 AM
> Subject: Re: Europa-List: Less hair raising landings, & crab angle
>
<davidjoyce@doctors.org.uk>
>
> Steve, Great to hear you have cracked landing the mono. Many of us are
still
> trying to work it out! Your comment about thinking of foot pressure,
rather
> than movement, is key to keeping it from snaking down the runway for me.
> Your remark about crab angle led me to wonder whether you have
> calculated that with a 60 knot approach, the crab angle is the same as the
> cross wind. i.e. a crab angle of 20 degrees indicates a cross wind of 20
> knots, assuming you are in a stable approach, proceeding down runway
> centreline. I mention it because if I find myself still crabbing at 20
> degrees near to landing I start thinking about looking for an alternative
> runway!
> Regards, David Joyce, G-XSDJ
> ----- Original Message -----
> From: "Steve Hagar" <hagargs@earthlink.net>
> To: "europa-list" <europa-list@matronics.com>
> Sent: Monday, October 16, 2006 2:18 AM
> Subject: Europa-List: Less hair raising landings
>
>
> > After 25 landings in the last 2 days the technique is now becoming
> apparrent , though more subconsciously by the feet rather than by the
brain.
> Several nice squeakers toward the end of the effort were very satisfying
> knowing what it takes to do it. Received some wind and rain experience to
> boot. Came in several times with the nose crabbed about 20 degrees off
the
> runway centerline for wind compensation and managed to get the kick to
> straight upon touchdown fairly easily. As noted before here many times
the
> secret it keeping it straight. Early trials had me trying to use the
"heavy
> boot" technique. This resulted in much lateral use of the runway. My
old
> tailwheel instructor (who isn't very old) was permitted aboard by an
extra
> paragraph I had put in my program letter, basically had gotten me to
> consider foot "pressures" rather than radical movements. It seems that
way
> you are automatically ahead of the plane rather than trying to add a bunch
> of footwork to cha
> > se an excursion to get back to straight. Once out of line it took me
> awhile to figure out to lessen up the pressure much before getting
straight
> or the ship would get out of line the other way. I now just have to make
> the feet not forget what they learned if I'm not out there in awhile.
> >
> > The key seems to be to go at it and go at it hard to get the technique
> down. Back to back days seemed to do the trick. However toting the acft.
> out to the field and assembling it is still a royal pain in the ass, I
will
> probably get much less flying than I otherwise would. Though it
assembles
> and disassembles fairly easily. I have dolly that is bolted and pinned to
> the undercarriage that allows me to roll it around without the wings that
> takes a little time to do.
> >
> > Fuel flow meter has been calibrated to within about 1% of at least what
> the gas pump reads at a certain particular station.
> >
> > Still getting some high CO in the cockpit during pattern work after
> initial mods. It clears right up when the flaps come up and get some
speed
> going. Need to get rid of the left eyeball fresh air vent and make it
look
> like the right side where I have a 1" X 3" rectangular opening inside
the
> NACA vent. I need to find or fabricate a little door for it to close it
off
> when not needed. Has any one fabbed up something like this?
> >
> > Right strobe light is inop, need to investigate.
> >
> > The plane flys in a straighforward manner and is predictable in every
> way. It has about 18 hours on it with about 15 with me at the controls.
> >
> > My hand held Garmin GPS 92's screen had faded out so much that I can
> hardly see it anymore. I'm looking for something new now. Is any one out
> there using something they particularly like that they can recommend. I
> don't need color or terrain avoidance etc just basic navigation with some
> airport information. I had been comfortable with using a stopwatch and a
> compass for awhile when my last hand held went south. I am strictly low
> tech. Just give me a plane that's reliable, ecomical and flys good. No
> need for bells and whistles. Though the tune might change when long
cross
> country flights become the norm. Erich Trombley's wing auto pilot was
nice
> to have when droning back from Oshkosh.
> >
> > Enough rambling for now.
> >
> > Steve Hagar
> > A143
> > N40SH
> >
> >
> >
> >
> > Steve Hagar
> > hagargs@earthlink.net
> > ________________________________________________________________________
> >
> > NHSi Awards, rewarding excellence in health and social care - apply or
> nominate before 31st October
> > http://www.doctors.net.uk/HSCAwards
> > ________________________________________________________________________
> >
> >
>
>
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