I must agree that you need to know your plane and that includes stalls. I go to 10,000 and do slow flight,flaps and wheels down and clean stalls--three revolutions and I pull out at 3,000 to 2,500 feet. My experience with stalls is the nose comes downand the plane starts a left hand rotation and the plane comes down at 160kts. I know that a clean stall is 105 to 108 kts and flaps and wheels down it is 72 to 78 kts. In the pattern I have done tight turns but when doing this I always have the nose down to maintain speed---I never go below 110kts until on final and then I stay at 100kts until over the runway 10 feet or less, slowly reduce power and let it settle on the ground. Do not pull power to soon because it will drop like a rock.
Paul Hershorin
360 471LA
--- On Wed, 1/2/13, David M. Powell CRFA <superdmp@sonic.net> wrote:
From: David M. Powell CRFA <superdmp@sonic.net>
Subject: [LML] Re: stalls
To: lml@lancaironline.net
Date: Wednesday, January 2, 2013, 8:15 AM
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 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 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 PROBABLY 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 rain).
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
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