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Date: Fri, 03 Aug 2007 18:56:23 -0400
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From: "John Hafen" <j.hafen@comcast.net>
Subject: RE: [LML] Re: What causes stall/spin -- Why do so many engines quit?
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I agree that if an engine quits, either a recip or turbine, you need to =
be
all over both the AOA AND airspeed to get the craft safely (hopefully) =
to
the ground, and survive.  A guy needs to resist his normal tendencies of
"level flight" since he is now without power and is flying a glider, =
that
doesn't "glide" like a glider. So the first thing he should do is push =
the
nose down (against his instincts) to maintain airspeed -- which is =
hugely
counterintuitive to those of us with powered flight time versus glider =
time.
But that is what you have to do if you lose power.  You can either =
approach
the ground under control and with speed, or without speed and out of
control.  No argument there.

If engines didn't quit, you wouldn't have to worry about "technique" =
(the
academic argument of maintaining proper airspeed versus proper AOA) in =
an
emergency power off descent.

So my question is, why do so many engines quit?

John Hafen
IVP 413AJ  75%=20

-----Original Message-----
From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of =
Skip
Slater
Sent: Thursday, August 02, 2007 7:38 PM
To: lml@lancaironline.net
Subject: [LML] Re: What causes stall/spin

John,
   I'd take issue with your statement that AOA indicators are good only =
if=20
landing on a carrier.  If that were the case, I don't think it would be=20
displayed in the PFD and HUD of the 737's I fly at American.
   Granted, most of the time AOA is not something you even look at.  =
Most of

us use airspeed, not AOA as our target when landing.  When it becomes an =

invaluable tool is in the case of a stall, encounter with wake =
turbulence in

the pattern or particularly in the case of an engine failure when it can =

show you when your wing is producing the most lift and particularly if=20
you're defeating yourself by trying to extract more lift than your wing =
can=20
provide.
   You're correct that many pilots react to a dropping nose in a stall =
by=20
pulling back on the elevator.  The AOA will tell you aurally and show =
you on

the indicator when you're pulling too much.  Heed it's guidance and you=20
stand a far greater chance of recovering rather than making things =
worst.=20
If you're facing a forced landing, AOA will indicate optimum L/D for any =

weight, which gives you the best glide performance.
   I flew AOA in the Navy and I used it for much more than just carrier=20
landings.  At American, we practice windshear, microburst and unusual=20
attitude recoveries in the simulator using AOA as our primary guidance =
for=20
pitch inputs.  I'm glad I have it in my ES and advocate it's use in any=20
experimental.
   Skip Slater
   N540ES=20


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