Lynn:  Yo big guy, my post re: stalls had more to do with understanding than practicing.  To wit: during that 40 hours of envelop expansion we are all obligated to accomplish before being turned lose on the rest of the world of things aviation, we should understand the high speed end to insure normal controllability, stability and structural integrity (most do not redefine Vne annually at 50 feet agl in northern Nevada) and the low speed end to understand what our one off personally manufactured time machine will do when that student in a 150 takes the runway unannounced while we are on short final and we maneuver to avoid creating a fireball with our name on it.  If all is not to your liking at either extreme of the operating envelop, then you must fix it, learn to compensate for it, or redefine it.  I also tried to suggest stall strips are not the all singing answer some would suggest, nor are a collection of AOA devices, or training that involves flying around with a "certified" instructor at 90kias.  I am suggesting that understanding the flight characteristics of YOUR personal machine with all its greatness and warts is a good use of your test time and training.  Of course accomplishing same within safe margins of altitude, attitude and oversight should go without saying.

See you in RNO

paul

 

I can fly as slow as the next guy, but why. What is your definition of slow flying? 1 knot above stalling AOA, 2knots or maybe 10 knots? What?