Jeff
Justin's phone number is (757) 332-0537
Thanks
Tom
Sent from my iPad Great talking to you Tom! Please remember to send me Justin's contact information.
Jeff
-----Original Message-----
From: N20087 < n20087@yahoo.com>
To: lml < lml@lancaironline.net>
Sent: Fri, Jan 4, 2013 11:46 am
Subject: [LML] Re: stalls
Jeff
I tried calling you on your cell to discuss this.topic. The call would not go through. Would you have some time for me on the subject?
540 521 1551
Tom Gardiner
Sent from my iPad
Bill,
I respectfully disagree with just about everything you are saying here. Would you please contact me offline or give me you number so I can call you?
Jeff Edwards
324-308-6719 cell
-----Original Message-----
From: Bill Bradburry < bbradburry@bellsouth.net>
To: lml < lml@lancaironline.net>
Sent: Thu, Jan 3, 2013 2:34 pm
Subject: [LML] Re: stalls
We are on the same page here, Colyn.
You are saying that you should be trained
to fly your airplane and so am I. The ability to recognize and recover
from a stall is taught before a new pilot is ever allowed to solo. That ability
is critical. Same with the LIV. You can not get a plane on the ground
without stalling it so you are going to encounter the characteristics of a
stall every time you land. If that starts to happen when you are too
high, you can die.
Bill
Bill,
No
you didn't get it.
You
are on a public mailing list comprised of pilots with a wide range of
experience and skills and owners of airplanes with a wide range of CG's, wing
incidences, airfoil shapes closer or farther from spec. It is a
statistical fact that the accident rate among these permutations of pilots and
aircraft doing whatever operations they do is 300 times worse per operational
hour than airline operation. Notably solo pilots with limited make/model
experience fare much worse.
Just
to highlight the variance in airframes, when Len Fox was testing my stall
characteristics, he became so annoyed with the pre-disposition of the airplane
to break to the right that he grabbed a 2' sanding block raked off the primer
from my leading edge to fix it. Similarly, when Len was testing the
factory specimen of the Columbia
he had to bail out because it wouldn't recover from a spin the way the
prototype (built to the same specs) did. That's how little a change
affects flight behavior.
You
may be on high moral ground saying that pilots should be able to execute and
recover from stalls in any aircraft they fly. However, unless you can
accurately predict that every pilot on this list operating with whatever
aircraft, however configured, with no prior experience doing so, will
have a safe outcome the first time performing this maneuver alone, then I would
recommend against provoking all of them to do so.
Looking
at the Lancair safety situation, the number one thing that shows up is that
pilots who get the full training syllabus are doing a lot better than those
that don't. That is why I take issue with recommendations to experiment
on your own. By all means, be familiar with your airplane, but give us a
hand with the safety situation and get trained in this make/model.
On
Jan 3, 2013, at 10:16 AM, Bill Bradburry wrote:
No, I got it. I just don’t get
all this talk about Lancairs being deadly in a stall. It seems you are trying
to scare Lancair drivers into foregoing stall training. That, in my
opinion, will kill more people than learning to fly their planes. I
understand the reason for no spins and if you know how to recover your plane
from an incipient stall, there should never be a reason to recover from a spin.
But flying a plane that you are afraid to,
and have never, stalled is just plane dumb!
I
guess you didn't get my point...
On
Jan 2, 2013, at 6:16 PM, Bill
Bradburry wrote:
Because nobody wants to die alone??
If you are not competent to practice
stalls solo in your Lancair, you probably shouldn’t be flying it solo.
aerodynamically,
I don't know what a Lancair has in common with a Zlin. One
thing it doesn't have is excess control authority. I'm all in favor of stall
recognition training but I wouldn't advocate everyone going out in their
Lancair's solo and doing it....
On
Jan 2, 2013, at 9:45 AM, Andres Katz wrote:
If
you never stall the airplane when it happens you won't be able to recognize
what is doing and how to react. Learning what your airplane does when it stalls
and recovering from it is essential to safe flight. In flying Acro we stall the
airplane multiple times, at low altitude and in front of ungrateful critical
sobs that will laugh at you when you screw up but will give you good tips about
recovering from it. Every airplane stalls differently, right wing drop, left
wing drop, bucking etc. learning what the airplane does pre stall is the most
important. My ZLIN 50 is so nice it begins to buckle and bitch at me and tells
me what I need to do (lower the stick) before it kills me. I advise you to get
a good instructor and go to 10,000 feet and spend the best 2 hrs of your life
stalling your airplane and getting to know her. It's
Ike
making love to your wife and knowing when she is happy.....
My
old savvy instructor when checking me out in single seat airplanes always told
me the same, go out to a safe altitude, stall the airplane, learn when it does it
look at the speed when it happens, add 10 knots and come and land, it has
never failed to get me down safely ie yak55, Jungmeister, ZLIN, chipmunk etc.
My
few cents worth of it. You will live longer.
Sent from my iPad
I have made the decision prior to
purchasing to avoid stalls altogether in my 360. After reading the stall
and stall spin accident information, I just don't think it's worth the
risk. On take-off, I stay in ground effect for the half second it takes
to make it into the green after wheels up; on landing, I approach well above
stall for my flap configuration, and let the speed bleed off only a few feet
above the threshold. During normal flight, I don't even get near a
typical slow flight speed. Too many variables in a home built airplane
with no precise envelope, a header tank that is PROBABLY where I think it
is, but could be off by 30 or 40 pounds if the gauge is stuck; possible extra
wait in the tail area (water retention after heavy rain).
Colyn,
As I said, AVOID STEEP TURNS IN THE PATTERN. If you are flying low under
the hood, I hope you have a well qualified safety pilot
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