N73827 is for sale

We have decided to try and sell N73827 "as is - where is" and take the loss
so we can clear the decks and move on to getting a new S plane on line as
soon as possible. Many of you here know what I've been through with that
plane and can understand what it's like to hang out the "For Sale" sign.
The sign in this case is an online web brochu

http://baldeagleflyingclub.org/Sale/N73827info.htm

We loved this airplane and took care of her accordingly. She needs paint
and some other cosmetics but she flies absolutely square. A couple of guest
pilot friends have said she was the smoothest and nicest handling Skyhawk
they had flown. I'll be sorry to see her go but it will be a great
opportunity for someone who would like to get the engine done exactly "their
way".

--
Roger Long

I was looking at your videos and noticed something. All of your approaches
to runways indicates that you are pretty high on finals. If that is true,
any reason?
Toks

You betcha! I love a slam dunk. 40 degrees of flaps, windshield full of
runway, guy giving me the BFR saying, "Uh, the airport's down there,
somewhere." I can't remember the last time I saw red over white.

Just kidding but, I do tend way high. Largely its a function of flying at a
Class C mixing with a lot of planes that can flip my spam can over if I get
too close and on their flight path. It's usually easier to come in high and
drop just past their touchdown point than to ask for an extended or a 360
and find out they have three more coming in if I don't get that slot that is
just a bit too tight. PWM isn't real busy but it happens enough that I like
to keep my steep approaches well practiced. For some reason, my touchdowns
are usually better on steep approaches as well.

Other considerations, more altitude in case of carb ice from the descent or
other power problem. Margin for sinks. We have big sinks due to water at
the ends of the most used runways. You don't always sink but, if you don't,
it's nice to be able to get down gracefully after the sink god laughs at
you. Steep is good at short strips with high trees. Nice to be in
practice.

When I go right seat with IFR guys or pilots who usually fly slippery and
hard to slow down planes I get kind of nervous watching the trees and houses
go by. I feel like saying, "Just pull into that 7 /11. I'll get a coke and
walk over and meet you at the airport."

--
Roger Long

Toks Desalu wrote in message
news:%0jPb.92586$sv6.328057@attbi_s52...
I was looking at your videos and noticed something. All of your
approaches
to runways indicates that you are pretty high on finals. If that is true,
any reason?
Toks

On Wed, 21 Jan 2004 01:54:13 GMT, "Roger Long"
om wrote:

You betcha! I love a slam dunk. 40 degrees of flaps, windshield full of
runway, guy giving me the BFR saying, "Uh, the airport's down there,
somewhere." I can't remember the last time I saw red over white.

Just kidding but, I do tend way high. Largely its a function of flying at a
Class C mixing with a lot of planes that can flip my spam can over if I get
too close and on their flight path. It's usually easier to come in high and
drop just past their touchdown point than to ask for an extended or a 360
and find out they have three more coming in if I don't get that slot that is
just a bit too tight. PWM isn't real busy but it happens enough that I like
to keep my steep approaches well practiced. For some reason, my touchdowns
are usually better on steep approaches as well.

Other considerations, more altitude in case of carb ice from the descent or
other power problem. Margin for sinks. We have big sinks due to water at
the ends of the most used runways. You don't always sink but, if you don't,
it's nice to be able to get down gracefully after the sink god laughs at
you. Steep is good at short strips with high trees. Nice to be in
practice.

When I go right seat with IFR guys or pilots who usually fly slippery and
hard to slow down planes I get kind of nervous watching the trees and houses
go by. I feel like saying, "Just pull into that 7 /11. I'll get a coke and
walk over and meet you at the airport."

I'm with you Roger. I love flying steep approaches. It is fun, and
allows for a safe landing if the engine decides to stop while in the
pattern.

I'm based at a 3400ft runway in the Midwest. Several twins and CJs
based here. They really drag in the approach. Occasionally enough
that you think they will dip into the gravel pit off the approach end
of 26 and not make it out.

-Nathan

"Nathan Young" wrote in message
...
On Wed, 21 Jan 2004 01:54:13 GMT, "Roger Long"
om wrote:

You betcha! I love a slam dunk. 40 degrees of flaps, windshield full of
runway

I'm with you Roger. I love flying steep approaches. It is fun, and
allows for a safe landing if the engine decides to stop while in the
pattern.

I still haven't quite got used to my plane yet. 45 degrees of flap and
the thing takes on the approach angle of a brick. I usually feel the
need or the urge to just give a little burst of power on short final to
get it to the runway, even though it looks like I've started rather high.

Paul

Actually, one of the keys to making full flap landings work out is to carry
a couple hundred RPM more power right into the flare and touchdown. For a
short field, setting up a steep, slow, stabilized sink and then arresting it
with a pulse of power just before touchdown works well for me. Some of the
softest touchdowns I've ever made have been done just this way. Use care,
you do get in a situation where, if the engine decided to stop running, you
would have no way to avoid a very hard and possibly damaging bounce. You
also want to be pretty confident about your timing. Not recommended if
there is any possibility of wind sheer or gusts either.

--
Roger Long