X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 02 Jan 2013 09:45:57 -0500 Message-ID: X-Original-Return-Path: Received: from nm31-vm3.bullet.mail.bf1.yahoo.com ([72.30.239.11] verified) by logan.com (CommuniGate Pro SMTP 6.0.1) with ESMTPS id 5991141 for lml@lancaironline.net; Wed, 02 Jan 2013 08:31:46 -0500 Received-SPF: none receiver=logan.com; client-ip=72.30.239.11; envelope-from=bu131@swbell.net Received: from [98.139.212.148] by nm31.bullet.mail.bf1.yahoo.com with NNFMP; 02 Jan 2013 13:31:10 -0000 Received: from [76.13.13.230] by tm5.bullet.mail.bf1.yahoo.com with NNFMP; 02 Jan 2013 13:31:10 -0000 Received: from [127.0.0.1] by smtp109-mob.biz.mail.ac4.yahoo.com with NNFMP; 02 Jan 2013 13:31:10 -0000 X-Yahoo-Newman-Id: 858589.1726.bm@smtp109-mob.biz.mail.ac4.yahoo.com X-Yahoo-Newman-Property: ymail-3 X-YMail-OSG: 75ALt84VM1lWDcMxq8ulVe8A00vNSR97RazLBYGL3YbMCnr 1pxccVPgX7CU2xwI3mpZyJJBH8AZMacI98.HtUY2WbOUwPsbM0olICHqx6gq Y7XP_C0mbHKxzzJXTuw4zxfCkIGx8qxiCTaIwBa5mB4ioo6aE2CQWEwskBzR M4Dx6rceulasHpoIbftg7jHaeo3JTUSVfLz1jRApODrtvXqQqnPYix.FEtQ7 LnEuy5SARzI5ER8ZH4zEr_Zzr0Nmm1eaBrvRgzRAXli7D5M6I3RW6hnUW.dU szYatgHXVPLXygNkpyjUoxp8T1BaAydMSFFZMRVAz5TA0XXg2IXlmDXlbLC7 z16B1Fz6GGOGdD6DSj4O0U.Nopyu5Xmz.cukfzv1svvz7V8d0UcNYHAaiwMF cTTt07Q3rZZKfzLUV3sv9QRyZuJtS4HQKPvvLmho6.Bg2LTQUI7Hwuk1qR3z HHEeJU1tC9HNb5KooRf3bfsv6BKaYwq8hLVtOB_YqhmpP92T5TMsdx3RlyJN MpFYxrx6omia1SXj9_CImro3pVQ-- X-Yahoo-SMTP: eERJTJCswBCu0l0QxPF_oyc3n8.DQSe28zFd2dc- Received: from [192.168.1.103] (bu131@99.181.53.104 with xymcookie) by smtp109-mob.biz.mail.ac4.yahoo.com with SMTP; 02 Jan 2013 05:31:10 -0800 PST Subject: Re: [LML] Re: stalls References: From: Andres Katz Content-Type: multipart/alternative; boundary=Apple-Mail-964FE76D-818D-426A-A11D-212C62805BFB X-Mailer: iPad Mail (9B206) In-Reply-To: X-Original-Message-Id: <7066F195-9BCA-4151-B40C-0298A4A01C1A@swbell.net> X-Original-Date: Wed, 2 Jan 2013 07:31:14 -0600 X-Original-To: Lancair Mailing List Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (1.0) --Apple-Mail-964FE76D-818D-426A-A11D-212C62805BFB Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii Why not? If you never stall the airplane when it happens you won't be able to recogni= ze what is doing and how to react. Learning what your airplane does when it s= talls and recovering from it is essential to safe flight. In flying Acro we s= tall the airplane multiple times, at low altitude and in front of ungrateful= critical sobs that will laugh at you when you screw up but will give you go= od tips about recovering from it. Every airplane stalls differently, right w= ing drop, left wing drop, bucking etc. learning what the airplane does pre s= tall is the most important. My ZLIN 50 is so nice it begins to buckle and bi= tch at me and tells me what I need to do (lower the stick) before it kills m= e. I advise you to get a good instructor and go to 10,000 feet and spend the= best 2 hrs of your life stalling your airplane and getting to know her. It'= s=20 Ike making love to your wife and knowing when she is happy..... Sorry about that but My old savvy instructor when checking me out in single seat airplanes always= told me the same, go out to a safe altitude, stall the airplane, learn when= it does it look at the speed when it happens, add 10 knots and come and la= nd, it has never failed to get me down safely ie yak55, Jungmeister, ZLIN, c= hipmunk etc. My few cents worth of it. You will live longer. Sent from my iPad On Jan 2, 2013, at 7:15 AM, "David M. Powell CRFA" wrot= e: > I have made the decision prior to purchasing to avoid stalls altogether in= my 360. After reading the stall and stall spin accident information, I jus= t don't think it's worth the risk. On take-off, I stay in ground effect for= the half second it takes to make it into the green after wheels up; on land= ing, I approach well above stall for my flap configuration, and let the spee= d bleed off only a few feet above the threshold. During normal flight, I do= n't even get near a typical slow flight speed. Too many variables in a home= built airplane with no precise envelope, a header tank that is PROBABLY whe= re I think it is, but could be off by 30 or 40 pounds if the gauge is stuck;= possible extra wait in the tail area (water retention after heavy rain). >=20 > From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Ed G= ray > Sent: Tuesday, January 01, 2013 9:43 PM > To: lml@lancaironline.net > Subject: [LML] stalls >=20 > Colyn, As I said, AVOID STEEP TURNS IN THE PATTERN. If you are flying low= under the hood, I hope you have a well qualified safety pilot > No virus found in this message. > Checked by AVG - www.avg.com > Version: 2013.0.2805 / Virus Database: 2637/5980 - Release Date: 12/23/12 > Internal Virus Database is out of date. --Apple-Mail-964FE76D-818D-426A-A11D-212C62805BFB Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=utf-8
Why not?
If you n= ever stall the airplane when it happens you won't be able to recognize what i= s doing and how to react. Learning what your airplane does when it stalls an= d recovering from it is essential to safe flight. In flying Acro we stall th= e airplane multiple times, at low altitude and in front of ungrateful critic= al sobs that will laugh at you when you screw up but will give you good tips= about recovering from it. Every airplane stalls differently, right wing dro= p, left wing drop, bucking etc. learning what the airplane does pre stall is= the most important. My ZLIN 50 is so nice it begins to buckle and bitch at m= e and tells me what I need to do (lower the stick) before it kills me. I adv= ise you to get a good instructor and go to 10,000 feet and spend the best 2 h= rs of your life stalling your airplane and getting to know her. It's 
Ike making love to your wife and knowing when she is happy.....
Sorry about that but
My old savvy instructor when checking m= e out in single seat airplanes always told me the same, go out to a safe alt= itude, stall the airplane, learn when it does it look at the speed when it h= appens, add 10  knots and come and land, it has never failed to get me d= own safely ie yak55, Jungmeister, ZLIN, chipmunk etc.
My few cents= worth of it. You will live longer.

Sent from my iPad

O= n Jan 2, 2013, at 7:15 AM, "David M. Powell CRFA" <superdmp@sonic.net> wrote:

=
I have made the decision prior to p= urchasing to avoid stalls=20 altogether in my 360.  After reading the stall and stall spin accident=20= information, I just don't think it's worth the risk.  On take-off, I st= ay=20 in ground effect for the half second it takes to make it into the green afte= r=20 wheels up; on landing, I approach well above stall for my flap configuration= ,=20 and let the speed bleed off only a few feet above the threshold.  Durin= g=20 normal flight, I don't even get near a typical slow flight speed.  Too m= any=20 variables in a home built airplane with no precise envelope, a header t= ank=20 that is PROBABLY where I think it is, but could be off by 30 or 40 pounds if= the=20 gauge is stuck; possible extra wait in the tail area (water retention after=20= heavy rain).

From: Lancair Mailing List=20 [mailto:lml@lancaironline.net] On Behalf Of Ed Gray
Sent:=20= Tuesday, January 01, 2013 9:43 PM
To:=20 lml@lancaironline.net
Sub= ject: [LML] stalls

Colyn, As I said, AVO= ID STEEP=20 TURNS IN THE PATTERN.  If you are flying low under the hood, I hope you= =20 have a well qualified  safety pilot

No virus found in this=20= message.
Checked by AVG - www.avg.com<= br>Version: 2013.0.2805 / Virus=20 Database: 2637/5980 - Release Date: 12/23/12
Internal Virus Database is o= ut=20 of date.

= --Apple-Mail-964FE76D-818D-426A-A11D-212C62805BFB--