Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Mon, 20 Sep 2004 11:51:16 -0400 Message-ID: X-Original-Return-Path: Received: from asmtp-a063f31.pas.sa.earthlink.net ([207.217.120.133] verified) by logan.com (CommuniGate Pro SMTP 4.2.2) with ESMTP id 422516 for lml@lancaironline.net; Mon, 20 Sep 2004 11:47:08 -0400 Received-SPF: pass receiver=logan.com; client-ip=207.217.120.133; envelope-from=skipslater@earthlink.net Received: from lsanca1-ar17-4-61-195-172.lsanca1.elnk.dsl.genuity.net ([4.61.195.172] helo=skipslater) by asmtp-a063f31.pas.sa.earthlink.net with asmtp (Exim 4.34) id 1C9QNA-000187-LR for lml@lancaironline.net; Mon, 20 Sep 2004 08:46:37 -0700 X-Original-Message-ID: <00fa01c49f29$5e5f5cc0$6401a8c0@earthlink.net> Reply-To: "Skip Slater" From: "Skip Slater" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] More AOA X-Original-Date: Mon, 20 Sep 2004 08:49:02 -0700 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_00F7_01C49EEE.ADE09C40" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1106 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1106 X-ELNK-Trace: cbee950bdf563876c8ad50643b1069f8239a348a220c2609a5aeed48f97a4a7a1f0c6e1848ace171350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 4.61.195.172 This is a multi-part message in MIME format. ------=_NextPart_000_00F7_01C49EEE.ADE09C40 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Mark, No one is suggesting that AOA is the cure to accidents or that it = offers a way to avoid stall training. The point is that it's a tool = which provides an aural stall warning that would hopefully help prevent = a stall in the first place, and a visual display of the wing's = efficiency should you have to recover from one. As I'm sure you know, an overly aggressive stall recovery can lead to = another stall, a departure or even a spin. An AOA, if properly used, = enhances stall recovery by giving you an indication of when the wing is = producing optimum lift. While Lancair advocates the inclusion of stall strips on its 4 = seaters, most of us (myself included) didn't put them on. My reason for = not doing so was that I knew I'd have an AOA display to show me and = actually tell me in my headset if I was approaching a stall. The only = time I should ever hear that voice is in the flare. I still performed = approaches to stall during my flight testing, but with the forward CG I = have with only me in the plane, I couldn't get the nose to break, even = at full aft stick. I experienced the same thing in Lancair's factory = ES. Especially after viewing and reading Dave Allen's account of the = unintentional spin he got into in an ES was a stark illustration that we = don't want to do intentional deep stalls in these planes. From my = viewpoint, the tails (particularly the rudders) aren't big enough to get = out of a fully developed spin, especially with an aft CG. Lancair = Certified addressed this issue on the Columbia 400 with a larger rudder = and strake on the empennage. I'm a strong advocate for stall and spin training for anyone who flys = a Lancair- just do it in another kind of plane. Skip Slater N540ES=20 ------=_NextPart_000_00F7_01C49EEE.ADE09C40 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Mark,
   No one is suggesting that = AOA is the=20 cure to accidents or that it offers a way to avoid stall = training. =20 The point is that it's a tool which provides an aural stall warning that = would=20 hopefully help prevent a stall in the first place, and a visual display = of the=20 wing's efficiency should you have to recover from one.
  As I'm sure you know, = an overly aggressive stall recovery can lead to = another stall,=20 a departure or even a spin.  An AOA, if properly used, = enhances stall=20 recovery by giving you an indication of when the wing is producing = optimum=20 lift.
   While Lancair advocates = the inclusion=20 of stall strips on its 4 seaters, most of us (myself included) didn't = put them=20 on.  My reason for not doing so was that I knew I'd have an AOA = display to=20 show me and actually tell me in my headset if I was = approaching a=20 stall.  The only time I should ever hear that voice is in the = flare. =20 I still performed approaches to stall during my flight testing, but with = the=20 forward CG I have with only me in the plane, I couldn't get the nose to = break,=20 even at full aft stick.  I experienced the same thing in Lancair's = factory=20 ES.  Especially after viewing and reading Dave Allen's account of = the=20 unintentional spin he got into in an ES was a stark illustration that we = don't=20 want to do intentional deep stalls in these planes.  From my=20 viewpoint, the tails (particularly the rudders) aren't big enough to get = out of=20 a fully developed spin, especially with an aft CG.  Lancair = Certified=20 addressed this issue on the Columbia 400 with a larger rudder and strake = on the=20 empennage.
   I'm a strong advocate = for stall and spin training for anyone who flys a Lancair- = just do=20 it in another kind of plane.
   Skip Slater
  =20 N540ES 
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