Lynn F. replies to Bill:

"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?"

It seems we're getting into a miscommunication area and Lynn articulates it
succinctly when he asks for a definition of "slow flight".  Clearly every
pilot has to be able to fly his aircraft at pattern and landing airspeeds
during every flight (takeoffs are optional - landings are mandatory).  This
regime needs to be a proficiency for everyone to safely get the lawn dart on
the ground.  It appears that's not what most folks are getting nervous about
when Bill or others say you need to be practiced at "slow flight".  

Another proficiency is important for safety and for understanding your
airplane and that's the one they taught us regularly in Navy flight school
and in the RAG's and throughout our military careers - it's the one where
you learn what happens to your airplane at high angles of attack and the L/D
curve turns sour.  Basic training for a private pilot's license also
includes this training.  

How does the aircraft behave?  Does it give you warning?  Do you get stick
shake?  Do you get buffet?  How far above stall does this happen?  Do you
get no warning?  What are the consequences of ignoring the warnings?  Does
the aircraft drop straight ahead or does a wing drop?  How does it depart
when it stalls?  You may need to know from test pilots whether it's even
safe to find out some of the answers, but the bottom line is it's important
to know the answers to these questions.  Experiencing and exploring this
part of the flight envelope is important so that you can recognize whatever
signs your particular aircraft will provide you in order to make you start
puckering and do instinctively the corrective action that will interrupt
your path towards tragedy.  I may be wrong but I think this definition of
"slow flight" is the regime that you do not need to do regularly, you should
not do anywhere below a safe recovery altitude and you need to do once in
awhile during currency training to remind yourself what these behavior
characteristics specific to your aircraft happen to be

Hope this clarifies - if not, simply ignore the rantings of an old pilot.

Regards,

John Barrett, CEO
Leading Edge Composites
PO Box 428
Port Hadlock, WA 98339
www.carbinge.com