Return-Path: Sender: (Marvin Kaye) To: lml@lancaironline.net Date: Fri, 18 Jun 2004 17:45:22 -0400 Message-ID: X-Original-Return-Path: Received: from mxsf29.cluster1.charter.net ([209.225.28.229] verified) by logan.com (CommuniGate Pro SMTP 4.2b5) with ESMTP id 167648 for lml@lancaironline.net; Fri, 18 Jun 2004 12:13:01 -0400 Received: from mxip10.cluster1.charter.net (mxip10a.cluster1.charter.net [209.225.28.140]) by mxsf29.cluster1.charter.net (8.12.11/8.12.11) with ESMTP id i5IG6en0090791 for ; Fri, 18 Jun 2004 12:06:40 -0400 (EDT) Received: from sc3-24.217.132.49.charter-stl.com (HELO axs) (24.217.132.49) by mxip10.cluster1.charter.net with SMTP; 18 Jun 2004 12:06:39 -0400 X-Original-Message-ID: <007901c4554e$34c2d3d0$0402a8c0@axs> From: "terrence o'neill" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] Fw: unsafe at what speed? X-Original-Date: Fri, 18 Jun 2004 10:06:24 -0600 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0076_01C4551B.E97EB650" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1158 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 This is a multi-part message in MIME format. ------=_NextPart_000_0076_01C4551B.E97EB650 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Bill Maddox, Thanks for the excellent straightforward comments. We just bought a LNC2,and I've read everything I could find. =20 I've done a lot of research on stall-spins, running my own TC program in = 1967-70, and coming to the conclusion that FAA regs are inadequate for = enabling stall-spin avoidance and recovery.=20 I found that all aircraft need AOAs so pilots can SEE how close they may = fly their wings to its stall AO, as when the situation is tgense.. The = FAA doesn't think AOA is important enough to be a required instrument. I found that all airframe configurations need to RETAIN strong pitch = power for about 10 degrees ABOVE stall AOA to enable quick unstalling of = the wing, and the AOA needs to show angle above stall AOA, so the pilot = can unstall quicklly, and just enough nose-down, and not too much.=20 I added slots to my horizontal tails (both stabilizer elevator,a nd = later, stabilator) because tuft tests showed that the horizontail = stalled a few degrees above wing-stall, and that greatly reduced the = pilot's ability to de-pitch the wing to unstall. It's the ANGLE (AOA) = the horizontal tail can go to, un stalled, that's importan t -- not the = size of the horizontal tail. And I designed the vetical tail so the rudder got clean airflow at high = angles... like up to about 35-40-degrees. And had a hingeline that was = angled forward -- so that high-angle airflow was deflected by it, and = wouldn';t just flow up the 'swept' hingeline. Looking on as a 'lurker' with not Lancair flying experience yet, I = think the company met the FAA regs, but that these regs are inadequate. = Lancair's and any other comments are invited. Terrence ------=_NextPart_000_0076_01C4551B.E97EB650 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Bill Maddox,

Thanks for the excellent = straightforward=20 comments.

We just bought a LNC2,and I've read = everything I=20 could find.

I've done a lot of research on = stall-spins, running=20 my own TC program in 1967-70, and coming to the conclusion that FAA regs = are=20 inadequate for enabling stall-spin avoidance and = recovery.

I found that all aircraft need AOAs so = pilots can=20 SEE how close they may fly their wings to its stall AO, as when the = situation is=20 tgense.. The FAA doesn't think AOA is important enough to be a = required=20 instrument.

I found that all airframe = configurations need=20 to RETAIN strong pitch power for about 10 degrees ABOVE stall AOA = to enable=20 quick unstalling of the wing, and the AOA needs to show angle above = stall AOA,=20 so the pilot can unstall quicklly, and just enough nose-down, and not = too=20 much.

I added slots to my horizontal = tails (both=20 stabilizer elevator,a nd later, stabilator) because tuft tests showed = that the=20 horizontail stalled a few degrees above wing-stall, and that greatly = reduced the=20 pilot's ability to de-pitch the wing to unstall. It's = the ANGLE=20 (AOA) the horizontal tail can go to, un stalled, that's importan t = -- not=20 the size of the horizontal tail.

And I designed the vetical tail so the = rudder got=20 clean airflow at high angles... like up to about 35-40-degrees. And had = a=20 hingeline that was angled forward -- so that high-angle airflow was = deflected by=20 it, and wouldn';t just flow up the 'swept' hingeline.

Looking on as a 'lurker' with not = Lancair flying=20 experience yet, I think the company met the FAA regs, but that = these regs=20 are inadequate. Lancair's and any other comments are = invited.

Terrence

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