Return-Path: Sender: (Marvin Kaye) To: lml Date: Sun, 10 Nov 2002 19:00:08 -0500 Message-ID: X-Original-Return-Path: Received: from web12504.mail.yahoo.com ([216.136.173.196] verified) by logan.com (CommuniGate Pro SMTP 4.0) with SMTP id 1857308 for lml@lancaironline.net; Sat, 09 Nov 2002 23:14:00 -0500 X-Original-Message-ID: <20021110041354.12657.qmail@web12504.mail.yahoo.com> Received: from [64.123.88.254] by web12504.mail.yahoo.com via HTTP; Sat, 09 Nov 2002 20:13:54 PST X-Original-Date: Sat, 9 Nov 2002 20:13:54 -0800 (PST) From: Jim McIrvin Subject: re: Legacy Stall Testing (Paul Davis) X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1323818434-1036901634=:12458" --0-1323818434-1036901634=:12458 Content-Type: text/plain; charset=us-ascii <2. Do any of you practice stall recovery without adding power?> Yes. In fact, that's ALL I do on the first flight that comes anywhere close to stalls. After climbing to a safe altitude (I like 5K' agl minimum), over the airport, during which basic control continuity has been established, and doing some fundamental checking of engine operation and parameters, I s-l-o-w-l-y set up for a practice approach (at altitude), slowing to a speed well above the predicted stall speed - yet slow enough to allow a safe landing and stop on the runway (w/o hitting the nose!). If any stall indications occur, or when I'm satisfied, I terminate the exercise and recover by unloading slightly and letting gravity build the airspeed. The gentleman who posted the AT-6 story is absolutely "on target" with what can/will bite us hard in these high hp airplanes: being close to the stall limit (overshooting final & tightening the turn??), recognizing something "bad" (buffet, low airspeed for conditions, or simply that the turn ain't gonna work), and pouring on some coals while adding back pressure to raise the nose. Without adequate rudder. plenty of yaw - so if the stall happens, lookout! fly safe, Jim McIrvin Lancair CFI 210-275-7780 pilot195@rocketmail.com Jim McIrvin cell 210-275-7780 email pilot195@rocketmail.com or mcirvinj@swbell.net www.geocities.com/pilot195 --------------------------------- Do you Yahoo!? U2 on LAUNCH - Exclusive medley & videos from Greatest Hits CD --0-1323818434-1036901634=:12458 Content-Type: text/html; charset=us-ascii

<2. Do any of you practice stall recovery without adding power?>

Yes.  In fact, that's ALL I do on the first flight that comes anywhere close to stalls.  After climbing to a safe altitude (I like 5K' agl minimum), over the airport, during which basic control continuity has been established, and doing some fundamental checking of engine operation and parameters, I s-l-o-w-l-y set up for a practice approach (at altitude), slowing to a speed well above the predicted stall speed - yet slow enough to allow a safe landing and stop on the runway (w/o hitting the nose!).  If any stall indications occur, or when I'm satisfied, I terminate the exercise and recover by unloading slightly and letting gravity build the airspeed.

The gentleman who posted the AT-6 story is absolutely "on target"  with what can/will bite us hard in these high hp airplanes:  being close to the stall limit (overshooting final & tightening the turn??), recognizing something "bad" (buffet, low airspeed for conditions, or simply that the turn ain't gonna work), and pouring on some coals while adding back pressure to raise the nose. 

Without adequate rudder.

plenty of yaw - so if the stall happens, lookout!

fly safe,

Jim McIrvin
Lancair CFI
210-275-7780
pilot195@rocketmail.com

 



Jim McIrvin
cell 210-275-7780
email pilot195@rocketmail.com or mcirvinj@swbell.net
www.geocities.com/pilot195


Do you Yahoo!?
U2 on LAUNCH - Exclusive medley & videos from Greatest Hits CD --0-1323818434-1036901634=:12458--