X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 02 Jan 2013 11:17:23 -0500 Message-ID: X-Original-Return-Path: Received: from imr-mb02.mx.aol.com ([64.12.207.163] verified) by logan.com (CommuniGate Pro SMTP 6.0.1) with ESMTP id 5991470 for lml@lancaironline.net; Wed, 02 Jan 2013 10:32:43 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.207.163; envelope-from=n5276j@aol.com Received: from mtaomg-ma04.r1000.mx.aol.com (mtaomg-ma04.r1000.mx.aol.com [172.29.41.11]) by imr-mb02.mx.aol.com (Outbound Mail Relay) with ESMTP id 0E2AE380000A5 for ; Wed, 2 Jan 2013 10:32:11 -0500 (EST) Received: from core-mlc002b.r1000.mail.aol.com (core-mlc002.r1000.mail.aol.com [172.29.188.208]) by mtaomg-ma04.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 8FEA7E000086 for ; Wed, 2 Jan 2013 10:32:09 -0500 (EST) References: X-Original-To: lml@lancaironline.net Subject: Re: [LML] Re: stalls In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: steve X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8CFB7157652FABF_1AC4_1B2437_webmail-d004.sysops.aol.com" X-Mailer: AOL Webmail 37267-STANDARD Received: from 70.193.204.84 by webmail-d004.sysops.aol.com (205.188.181.16) with HTTP (WebMailUI); Wed, 02 Jan 2013 10:32:08 -0500 X-Original-Message-Id: <8CFB715764713DF-1AC4-7A91E@webmail-d004.sysops.aol.com> X-Originating-IP: [70.193.204.84] X-Original-Date: Wed, 2 Jan 2013 10:32:09 -0500 (EST) x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:446268832:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d290b50e452f91af2 This is a multi-part message in MIME format. ----------MB_8CFB7157652FABF_1AC4_1B2437_webmail-d004.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="us-ascii" This is good advice, small tail drivers pay attention to the sink rate whil= e not yet stalled , You need to be able to flair on the deck while at slow = speeds. I practice slow flight engine out for the day that I hope never comes that = I have to land dead stick some where. 100 mph is too fast for me to land of= f field when I can control it at 75mph ias easily and still flair but maybe= only once before I sink. steve alderman 25SA 360 -----Original Message----- From: Andres Katz To: lml Sent: Wed, Jan 2, 2013 7:46 am Subject: [LML] Re: stalls Why not? If you never stall the airplane when it happens you won't be able to recogn= ize what is doing and how to react. Learning what your airplane does when i= t stalls and recovering from it is essential to safe flight. In flying Acro= we stall the airplane multiple times, at low altitude and in front of ungr= ateful critical 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 drop, left wing drop, bucking etc. learning what the airplane d= oes pre stall is the most important. My ZLIN 50 is so nice it begins to buc= kle and bitch at me and tells me what I need to do (lower the stick) before= it kills me. I advise you to get a good instructor and go to 10,000 feet a= nd 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 alway= s told me the same, go out to a safe altitude, stall the airplane, learn wh= en it does it look at the speed when it happens, add 10 knots and come and= land, it has never failed to get me down safely ie yak55, Jungmeister, ZLI= N, chipmunk 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" wro= te: 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 fo= r the half second it takes to make it into the green after wheels up; on la= nding, I approach well above stall for my flap configuration, and let the s= peed bleed off only a few feet above the threshold. During normal flight, = I don'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 PROBAB= LY where 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 r= ain). 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 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. ----------MB_8CFB7157652FABF_1AC4_1B2437_webmail-d004.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="us-ascii"
This is good advice, small tail drivers pay attention to the sink rate= while not yet stalled , You need to be able to flair on the deck while at = slow speeds.
I practice slow flight engine out for the day that I hope never comes = that I have to land dead stick some where. 100 mph is too fast for me to la= nd off field when I can control it at 75mph ias easily and still flair but = maybe only once before I sink.
 
steve alderman  25SA  360


= -----Original Message-----
From: Andres Katz <bu131@swbell.net>
To: lml <lml@lancaironline.net>
Sent: Wed, Jan 2, 2013 7:46 am
Subject: [LML] Re: stalls

Why not?
If you never stall the airplane when it happens you won't be able to r= ecognize what is doing and how to react. Learning what your airplane does w= hen it stalls and recovering from it is essential to safe flight. In flying= Acro we stall 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 good tips about recovering from it. Every airplane stalls differe= ntly, right wing drop, left wing drop, bucking etc. learning what the airpl= ane does pre stall is the most important. My ZLIN 50 is so nice it begins t= o buckle and bitch at me and tells me what I need to do (lower the stick) b= efore it kills me. I advise you to get a good instructor and go to 10,000 f= eet and spend the best 2 hrs of your life stalling your airplane and gettin= g 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 me out in single seat airplanes = always told me the same, go out to a safe altitude, stall the airplane, lea= rn when it does it look at the speed when it happens, add 10  knots an= d come and land, it has never failed to get me down safely ie yak55, Jungme= ister, ZLIN, chipmunk 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" <superdmp@sonic.net> wrote:

I have made the decision prior to purchasing = to avoid stalls altogether in my 360.  After reading the stall and sta= ll spin accident information, I just 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 landing, I approach well above stall = for my flap configuration, and let the speed bleed off only a few feet abov= e the threshold.  During normal flight, I don't even get near a typica= l slow flight speed.  Too many variables in a home built airplane with= no precise envelope, a header tank that is PROBABLY where I think it = is, but could be off by 30 or 40 pounds if the gauge is stuck; possible ext= ra wait in the tail area (water retention after heavy rain).<= /div>
From: Lancair Mailing List [mailto:lml@lancaironline.net] On Beha= lf Of Ed Gray
Sent: Tuesday, January 01, 2013 9:43 PM
To: lml@lancaironline.net
Subject: [LML] stalls

Colyn, As I said, AV= OID 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.co= m
Version: 2013.0.2805 / Virus Database: 2637/5980 - Release Date: 12/23/12 Internal Virus Database is out of date.
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