Greg, I find it best to consider my three-control Alon like any other aircraft but with: * non-operational flaps * really weak rudder(s) * limited elevator authority * an airfoil with lots of drag
Flying a two-control coupe eliminates the rudder, but leaves
all the other items. Here's how I do it =>
> Greg Bullough wrote:
>
> a couple of handling/technique questions
> have been nagging me:
>
> 1. Soft field -
You will find that due to the nose-down configuration of the
landing gear and the trailing link main gear, full back
elevator does very little until you get some ground speed.
The British operator's manual recommends full up until
rotation.
In actual soft field takeoffs, I've found that neutral
elevator seems to let you pick up speed a little faster. If
you have tall grass, elevator up all the way is the way to
go.
Your question about rudder use is somewhat academic because
once the nosewheel comes off the ground, you can fly in
ground effect and gain speed pretty fast. In other words,
once you rotate, you are flying.
> 2. Landing:
If you have three controls you can slip pretty well, but
you'll find you are pushing the pedal to the floor,
> Okay, what if you're too high?
If you feel really confident, you can haul back on the wheel
and fly with some power "behind the power curve" or mush at
a speed just above stall, then drop the nose to pick up just
enough speed to flare.
> Okay, but suppose you REALLY need to land this time because the fan
> stopped on downwind?
The airfoil has so much drag that a stopped engine on
downwind at normal pattern altitude will result in a high
degree of sink and anxiety and you will not have to worry
about "S" turns. An 80 MPH "glide" will result in a very
steep descent.
I find normal landings work out best with 1300-1500 RPM. A
windmilling or stopped prop will cause extra drag. I
practice landings from pattern altitude at idle, but I
consider that an emergency procedure - it isn't considered
good practice to "shock cool" the engine like that although
the small mills we fly are supposed to not be as critical as
large engines.
According to my interpretation of accident reports, coupes
tend to have a lot of landing accidents, mostly caused by
hard landings - this is just the area you are asking about.
Be cautious with your conservation of energy on approach,
make sure you have enough speed and altitude to flare, and
practice a lot. Good luck.
David Smoler | __ | San Jose, CA
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Alon A-2 | \____/ | N6359V
s/n A35 () () () based at RHV
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