Return-Path: Sender: (Marvin Kaye) To: lml Date: Sat, 15 Jun 2002 03:26:34 -0400 Message-ID: X-Original-Return-Path: Received: from pop3.olsusa.com ([63.150.212.2] verified) by logan.com (CommuniGate Pro SMTP 4.0b2) with ESMTP id 1293859 for lml@lancaironline.net; Fri, 14 Jun 2002 22:49:35 -0400 Received: from mail.indian-creek.net ([209.176.40.9]) by pop3.olsusa.com (Post.Office MTA v3.5.3 release 223 ID# 0-71866U8000L800S0V35) with ESMTP id com for ; Fri, 14 Jun 2002 22:43:41 -0400 Received: from VAIO ([209.176.40.46]) by mail.indian-creek.net with SMTP (IOA-IPAD 3.0) id 3380300; Fri, 14 Jun 2002 21:48:54 -0500 X-Original-Message-ID: <002601c21417$39d048f0$2e28b0d1@VAIO> From: "Jim Cameron" X-Original-To: "Lancair Mail List" Subject: Stalls in the ES X-Original-Date: Fri, 14 Jun 2002 21:49:08 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0023_01C213ED.4F8665A0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2600.0000 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2600.0000 This is a multi-part message in MIME format. ------=_NextPart_000_0023_01C213ED.4F8665A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable My first ES was built without stall strips, but at Charlie Kohler's = suggestion, during the first flights we taped on some rapidly improvised = foam strips, which I later glassed in permanently. They didn't seem to = affect the actuall stall very much, but they did provide a more = noticeable pre-stall buffet, which, as Charlie pointed out, is an = important stall warning in a plane that otherwise does not give much = advance notice. The theory, of course, is that the strips help ensure that the wing = root stalls before the tip, but my guess is that the washout in the = wings already ensures this without the strips. My second ES also has stall strips, and has a moderately pronounced = pre-stall buffet. I've done lots of stalls in both planes, both in = landing configuration (power off) and in simulated take-off = configurations (power-on), all straight ahead. Centering the ball is = trickier with the power-on stalls -- it could probably get away from you = quicker and during landing config stalls. The stall behaviour is pretty = benign -- just push the nose down and fly out. I am careful to keep the = ball centered, and can't say what would happen if you kicked full rudder = just at stall. We used to have to do this in the C150 I trained in = years ago in order to get it to spin. My guess is that the ES would go = in easier, and build up speed rather quickly. It could be pretty = exciting, but coordinated stalls are more or less nothing. Jim Cameron N143ES P.S. A note -- yesterday I pushed 'er up to 16,500' to give my oxygen = system a workout and feel around near the service ceiling. It didn't = want to lean out very well, and seemed to be running a bit rough. After = landing, I crunched my numbers around the whiz wheel and realized I'd = been at a density altitude of 19,000 feet! Still had a climb rate of = between 200 and 300 fpm. JNC ------=_NextPart_000_0023_01C213ED.4F8665A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

My first ES was = built without=20 stall strips, but at Charlie Kohler's suggestion, during the first = flights we=20 taped on some rapidly improvised foam strips, which I later glassed in=20 permanently. They didn't seem to affect the actuall stall very = much, but=20 they did provide a more noticeable pre-stall buffet, which, as Charlie = pointed=20 out, is an important stall warning in a plane that otherwise does not = give much=20 advance notice.

The theory, of = course, is that=20 the strips help ensure that the wing root stalls before the tip, but my = guess is=20 that the washout in the wings already ensures this without the=20 strips.

My second ES also = has stall=20 strips, and has a moderately pronounced pre-stall buffet. I've = done lots=20 of stalls in both planes, both in landing configuration (power off) and = in=20 simulated take-off configurations (power-on), all straight ahead. =20 Centering the ball is trickier with the power-on stalls -- it could = probably get=20 away from you quicker and during landing config stalls. The stall = behaviour is=20 pretty benign -- just push the nose down and fly out. I am careful = to keep=20 the ball centered, and can't say what would happen if you kicked full = rudder=20 just at stall. We used to have to do this in the C150 = I=20 trained in years ago in order to get it to spin. My guess is that = the ES=20 would go in easier, and build up speed rather quickly. It could be = pretty=20 exciting, but coordinated stalls are more or less nothing.

Jim Cameron

N143ES

P.S. A note -- yesterday I pushed = 'er up to=20 16,500' to give my oxygen system a workout and feel around near the = service=20 ceiling. It didn't want to lean out very well, and seemed to be = running a=20 bit rough. After landing, I crunched my numbers around the whiz = wheel and=20 realized I'd been at a density altitude of 19,000 feet! Still had = a climb=20 rate of between 200 and 300 fpm. = JNC

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