Hi Mike !
That weight of 1,472 lb - does that include you ?? And is that 13.42"
CG with you and the fuel in place, or empty ??? What is the empty
weight & CG ??
If both of the above include the pilot, then you are in pretty good
shape. You could put maybe 20 - 30 lb. in the baggage area, centered,
and well secured. I think the current RECOMMENDED CG range
is something like 12 to 18 .... you could check with the factory ...
(recommended for most pleasant flying)
I always try to do the first few flights with just over half tanks -
filling it right up really adds weight & changes the handing....
Just use 1 notch of flap for the takeoff. Ease it up once you have
everything sorted out on climb - at about 70 mph ... Set the
trim for neutral, or slightly nose up (maybe 1/4" of tab showing
underneath ..) before taxiiing out for takeoff ...
and don't change it initially - it'll be one less thing to worry about.
You don't have to constantly re-trim like a Cessna... The climb
angle will be awesome - don't let it throw you !! Use the horizon
to guide you once you have the speed where you want it ...
keep your eyes outside as much as possible. Best to schedule
test flight at a quiet time - and work with the tower guys.....
they like to help.
Don't have a lot of Elite time - somewhere between 50 & 100 hr ...
but I would definitely keep the speed about 70 - 75 on approach,
with 2 notches of flap (assuming you are set up with 3 ...)
Keep that speed right to the flare, about maybe 5 - 8 ft up,
then gradually level, until you are about 2-3 ft. up, and level.
Then pull slowly & steadily back until you get the right
attitude - by then the wheels should be touching. Three point
landings are ALWAYS safest ! Don't attempt wheel landings
until you are very comfortable with the Elite ... and avoid
strong gusty crosswinds for a long time (like 50+ hours ...)
The important thing is:
If the stick is ALL THE WAY BACK when the wheels touch,
you will have a good landing !
Check to be sure your toes are not pressing the brakes
just before touchdown - it'll spoil your day !
The extra speed gives you a bit of float - and time to get
the tail down into the right attitude. Fix the picure of the nose
& runway positions in your mind before takeoff. You have lots
of runway ahead - don't try to make the first turn-off , just let
it roll to a stop !
As Wayne suggests - if you bounce, just push in the power
and go around. If it's just a <skip>, KEEP THE STICK ALL THE
WAY BACK & WAIT - it'll be fine ! DO NOT ease forward, relax grip,
or add power, unless you are going around.
For the first flight, figure on just doing once around
the field, & checking everything over afterwards for leaks,
etc. - Chances are temps will get higher than you like ....
remember to FLY THE AIRPLANE !!!
IF the temps are ok, and the airplane feels ok - extend the
flight to the local area - and keep climbing, so you are within
gliding distance of the airport. At 3 or 4,000 feet, you can
throttle back & relax a bit - do some turns to get comfortable,
then try gentle stalls.... This will give you a feel for the landing
attitude & feel. Do not stay out more than about 1/2 hour ...
Fuel selectors should both be ON for this flight. Once the
testing is over, I often run both for takeoff & landing, but mostly
just the left for local flying - this leaves a bit more fuel on the right
to balance my weight .... makes cruise trim easier.
In this cold weather, you will not want to shock cool that new
engine, so keep the throttle reductions small & slow - keep
about 1900 rpm on base & final, cutting it to idle at about 100 - 200 ft.
Playing with the throttle ruins many landings !! Close it & leave it !
Concentrate on flying the plane !!
Maybe you have already mostly blocked the oil cooler air inlet -
only a sqare inch or so needed - if that ! And, if it's really cold, you
might want to partly block the cowling air inlets with metal covers -
you will likely see examples around, if they are needed there...
Through all of this, I'm assuming you have had at least 10 hours
or more of recent dual on a taildragger - if not, definitely do that !!
In fact, it's not a bad idea to go do a couple of circuits (trips around
the pattern ...) in a taildragger just before flying your Elite - you'll
know what the day is like, and be fresh....
Have fun, and ENJOY !! You will have a permanent smile !!!!
Email me your phone number if you want to kick it around
more - I can call almost anytime ....
--
......bobp
http://www.prosumers.ca
http://bpatterson.qhealthbeauty.com
http://apatterson2.qhealthzone.com
-------------------------------orig.-------------------------
On Wednesday 31 January 2007 22:55, Mike Betti wrote:
I now have my Elite assembled at the airport, just waiting on the
inspection. My tech counsler wears that hat too so I should have no problem.
Recent weight and balance for my maiden flight, 3/4 tanks shows me at 1472#
and CG at 13.42" aft. Limits are 7.7 to 19.7. With the recent talk of this
subject I thought I would throw it our there. Is this a good spot to be in
with out adding ballast. Also, when it comes to flying it, is a full flair to
3 point the most conservative landing.
I have 2 fuel shutoffs, do I want to use both in the on position for most
situations, take-off, cruise?
Thanks,
Mike Betti
771E
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