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Date: Wed, 09 Jan 2013 19:32:26 -0500
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From: "Dominic V. Crain" <domcrain@tpg.com.au>
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Subject: Stalls and more
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The development of comment on most issues can become positively very =
technical as the discussion progresses.
This is another example, but indeed, a worthwhile topic. It helps to =
gain knowledge from the experience of those who have it.
Don't remember if Orv and Wil wrote much about it.
Nevertheless, as I recall, most civil aircraft designs from a certified =
aspect, should exhibit characteristics which the "average" pilot can =
cope with.
Reading the current topic on stalls, with the expertise of contributors, =
I am beginning to wonder if Lancairs should be sold to, or owned by, =
anyone who is not able to address the mind to the various and =
compounding forces associated with a rapid and inadvertent entry into a =
spin.
As an inadvertent spin is likely to occur close to Mother Earth, we of =
"average" ability are not only unlikely to recover, but certainly will =
not be able to determine all of the aerodynamic characteristics =
associated with the spin.
Now, don't misunderstand me, I read all the inputs to the topic =
voraciously, and attempt to draw on the knowledge of those who clearly =
have (had) greater exposure than we of "average" ability.
The only time I am anywhere a speed which is associated with a stall is =
in transition during take-off, and in the flare during landing. The bit =
I enjoy is in between at the best speed performance I can get.
That said, I have done stall testing on two occasions, enough to know =
what my 320 exhibits as it approaches the stall. My Lancair also has an =
aural stall warning system which the builder designed.
In relation to the Air France A330 condition, and drawing on memory of =
the report, it went from cruise to the water in around 3 minutes with a =
final forward airspeed of around 60 knots. It is difficult to understand =
that none of these pilots did not disregard the EFIS and refer to the =
basics, the standby steams, AI, ASI, and ALT.
Even if the steam ASI was inaccurate due icing, the high pitch angle and =
unwinding ALT should have been a red flag to lower the nose to the =
horizon and firewall the thrust levers.
It is now 24 years since I first flew the A320 and I well recall most of =
us transitioning to it wondering "what the hell is it doing", but =
sitting there doing nothing was not an option.
By the time I retired ten years ago, I'd worked most of it out.

Dominic V. Crain
domcrain@tpg.com.au
Phone 03-94161881
Mobile 0412-359320

VH-CZJ


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<html><head><meta http-equiv=3D"Content-Type" content=3D"text/html =
charset=3Dus-ascii"></head><body style=3D"word-wrap: break-word; =
-webkit-nbsp-mode: space; -webkit-line-break: after-white-space; ">The =
development of comment on most issues can become positively very =
technical as the discussion progresses.<div>This is another example, but =
indeed, a worthwhile topic. It helps to gain knowledge from the =
experience of those who have it.</div><div>Don't remember if Orv and Wil =
wrote much about it.</div><div>Nevertheless, as I recall, most civil =
aircraft designs from a certified aspect, should exhibit characteristics =
which the "average" pilot can cope with.</div><div>Reading the current =
topic on stalls, with the expertise of contributors, I am beginning to =
wonder if Lancairs should be sold to, or owned by, anyone who is not =
able to address the mind to the various and compounding forces =
associated with a rapid and inadvertent entry into a spin.</div><div>As =
an inadvertent spin is likely to occur close to Mother Earth, we of =
"average" ability are not only unlikely to recover, but certainly will =
not be able to determine all of the aerodynamic characteristics =
associated with the spin.</div><div>Now, don't misunderstand me, I read =
all the inputs to the topic voraciously, and attempt to draw on the =
knowledge of those who clearly have (had) greater exposure than we of =
"average" ability.</div><div>The only time I am anywhere a speed which =
is associated with a stall is in transition during take-off, and in the =
flare during landing. The bit I enjoy is in between at the best speed =
performance I can get.</div><div>That said, I have done stall testing on =
two occasions, enough to know what my 320 exhibits as it approaches the =
stall. My Lancair also has an aural stall warning system which the =
builder designed.</div><div>In relation to the Air France A330 =
condition, and drawing on memory of the report, it went from cruise to =
the water in around 3 minutes with a final forward airspeed of around 60 =
knots. It is difficult to understand that none of these pilots did not =
disregard the EFIS and refer to the basics, the standby steams, AI, ASI, =
and ALT.</div><div>Even if the steam ASI was inaccurate due icing, the =
high pitch angle and unwinding ALT should have been a red flag to lower =
the nose to the horizon and firewall the thrust levers.</div><div>It is =
now 24 years since I first flew the A320 and I well recall most of us =
transitioning to it wondering "what the hell is it doing", but sitting =
there doing nothing was not an option.</div><div>By the time I retired =
ten years ago, I'd worked most of it out.</div><div><br></div><div><div =
apple-content-edited=3D"true">
<div>Dominic V. Crain</div><div><a =
href=3D"mailto:domcrain@tpg.com.au">domcrain@tpg.com.au</a></div><div>Phon=
e 03-94161881</div><div>Mobile 0412-359320</div>

</div><div><br class=3D"webkit-block-placeholder"></div><div>VH-CZJ</div>

<br></div></body></html>=

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