Return-Path: Sender: (Marvin Kaye) To: lml Date: Tue, 02 Jul 2002 20:25:13 -0400 Message-ID: X-Original-Return-Path: Received: from web12506.mail.yahoo.com ([216.136.173.198] verified) by logan.com (CommuniGate Pro SMTP 4.0b4) with SMTP id 1582479 for lml@lancaironline.net; Tue, 02 Jul 2002 17:52:08 -0400 X-Original-Message-ID: <20020702215141.78522.qmail@web12506.mail.yahoo.com> Received: from [66.140.247.127] by web12506.mail.yahoo.com via HTTP; Tue, 02 Jul 2002 14:51:41 PDT X-Original-Date: Tue, 2 Jul 2002 14:51:41 -0700 (PDT) From: Jim McIrvin Subject: re: Legacy Stall Testing (Paul Davis) X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-998497838-1025646701=:77186" --0-998497838-1025646701=:77186 Content-Type: text/plain; charset=us-ascii <2. Do any of you practice stall recovery without adding power?> Yes. In fact, that's ALL I do on the first flight that comes anywhere close to stalls. After climbing to a safe altitude (I like 5K' agl minimum), over the airport, during which basic control continuity has been established, and doing some fundamental checking of engine operation and parameters, I s-l-o-w-l-y set up for a practice approach (at altitude), slowing to a speed well above the predicted stall speed - yet slow enough to allow a safe landing and stop on the runway (w/o hitting the nose!). If any stall indications occur, or when I'm satisfied, I terminate the exercise and recover by unloading slightly and letting gravity build the airspeed. The gentleman who posted the AT-6 story is absolutely "on target" with what can/will bite us hard in these high hp airplanes: being close to the stall limit (overshooting final & tightening the turn??), recognizing something "bad" (buffet, low airspeed for conditions, or simply that the turn ain't gonna work), and pouring on some coals while adding back pressure to raise the nose. Without adequate rudder. plenty of yaw - so if the stall happens, lookout! fly safe, Jim McIrvin Lancair CFI 210-275-7780 pilot195@rocketmail.com --------------------------------- Do You Yahoo!? New! SBC Yahoo! Dial - 1st Month Free & unlimited access --0-998497838-1025646701=:77186 Content-Type: text/html; charset=us-ascii

<2. Do any of you practice stall recovery without adding power?>

Yes.  In fact, that's ALL I do on the first flight that comes anywhere close to stalls.  After climbing to a safe altitude (I like 5K' agl minimum), over the airport, during which basic control continuity has been established, and doing some fundamental checking of engine operation and parameters, I s-l-o-w-l-y set up for a practice approach (at altitude), slowing to a speed well above the predicted stall speed - yet slow enough to allow a safe landing and stop on the runway (w/o hitting the nose!).  If any stall indications occur, or when I'm satisfied, I terminate the exercise and recover by unloading slightly and letting gravity build the airspeed.

The gentleman who posted the AT-6 story is absolutely "on target"  with what can/will bite us hard in these high hp airplanes:  being close to the stall limit (overshooting final & tightening the turn??), recognizing something "bad" (buffet, low airspeed for conditions, or simply that the turn ain't gonna work), and pouring on some coals while adding back pressure to raise the nose. 

Without adequate rudder.

plenty of yaw - so if the stall happens, lookout!

fly safe,

Jim McIrvin
Lancair CFI
210-275-7780
pilot195@rocketmail.com

 


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