lml@lancaironline.net Mailing List Archive

Sorry, google "upset recovery training".... I recommend Rich Stowell at www.richstowell.com or P. J. Ransbury at www.apstraining.com This is required for most pro flight departments.

Jeff

-----Original Message-----
From: Charles Brown <browncc1@verizon.net>
To: lml <lml@lancaironline.net>
Sent: Sat, Jan 5, 2013 1:55 pm
Subject: [LML] Re: stalls

Good answers, thanks. One last question -- Google couldn't help me with UPERTA, what is it?

On Jan 5, 2013, at 1:33 PM, vtailjeff@aol.com wrote:

Charley,

Now in response, can you give me your honest answers to these:

A. Should a pilot count on never entering a stall, or should he assume that an inadvertant stall may happen, and prepare for it? Hope for gthe best prepare for the worst. That is why stall training is mandatory.

B. Is there a better way to prepare for an indavertant stall than practicing stalls (either incipient or full) and recoveries? Yes, retain the services of an UPERTA instructor and get good upset and recovery training

C. If an airplane is unrecoverable from a stall, is that airplane safe to fly on a regular, routine basis? No-- but that is not what I am arguing here. Rather the high chance of a stall induced upset in a Lancair is beyond the abilities of most pilots I train with. Most of these pilots have never been on their back in an aircraft.

Jeff

-----Original Message-----
From: Charles Brown <browncc1@verizon.net>
To: lml <lml@lancaironline.net>
Sent: Fri, Jan 4, 2013 12:51 am
Subject: [LML] Re: stalls

Jeff, here are two honest answers (in hopes that you'll respond in kind):

1. Since the CAFE reports on 320/360, Legacy, and IV all cite reasonable stall characteristics, I guess if I had a Lancair with stall characteristics worse than what's reported in those tests, I'd try to fix it, and it shouldn't require stall strips.

2. I have flown many stalls in my Legacy, but not tested modifications since it stalls exactly like the prototype as reported by the CAFE testers.

Now in response, can you give me your honest answers to these:

A. Should a pilot count on never entering a stall, or should he assume that an inadvertant stall may happen, and prepare for it?

B. Is there a better way to prepare for an indavertant stall than practicing stalls (either incipient or full) and recoveries?

C. If an airplane is unrecoverable from a stall, is that airplane safe to fly on a regular, routine basis?

Thanks in advance for your thoughts. I value your insights and would enjoy swapping stories some day.

Charley

On Jan 3, 2013, at 9:16 AM, vtailjeff@aol.com wrote:

Would you rather spend you time and money learning to recover from an aircraft with poor stall characteristics or spending the same dollars improving those stall characteristics? have found that improving your aircraft's stall characteristics nets the most bang for the buck. Have you done stall testing to include placement of stall strips as Charlie Kohler has suggested? Taming aircraft stall characteristics are relatively easy with the help of a good test pilot like Len Fox.

Jeff
Sent from my iPad

On Jan 2, 2013, at 8:46 PM, Charles Brown <browncc1@verizon.net> wrote:

Commendable caution but I vote with the guys who say you owe it to yourself and your passengers to demonstrate your ability to recognize and recover from a stall. If a bad day comes along and you stall for any reason -- usually a bunch of little reasons piled up by chance at one moment -- you need to recover quickly and safely. And if, for some reason, a stall is unrecoverable in your airplane -- you shouldn't be flying it.

Do a good weight-and-balance, and then take it out one day with a fairly forward CG and give it a shot. Better still, go practice first in the airplane of a buddy who's done it already.

Charley Brown

On Jan 2, 2013, at 7:15 AM, "David M. Powell CRFA" <superdmpt@sonic.net> wrote:

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).