Return-Path: Sender: (Marvin Kaye) To: lml Date: Tue, 25 Jun 2002 16:56:31 -0400 Message-ID: X-Original-Return-Path: Received: from pop3.olsusa.com ([63.150.212.2] verified) by logan.com (CommuniGate Pro SMTP 4.0b4) with ESMTP id 1512886 for lml@lancaironline.net; Tue, 25 Jun 2002 16:54:30 -0400 Received: from hawaii.rr.com ([24.25.227.35]) by pop3.olsusa.com (Post.Office MTA v3.5.3 release 223 ID# 0-71866U8000L800S0V35) with ESMTP id com for ; Tue, 25 Jun 2002 16:48:36 -0400 Received: from iipmobile ([24.161.136.173]) by hawaii.rr.com with Microsoft SMTPSVC(5.5.1877.517.51); Tue, 25 Jun 2002 10:54:29 -1000 Reply-To: From: "IIP" X-Original-To: "Lancair Mail List" Subject: FW: stalls/spins X-Original-Date: Tue, 25 Jun 2002 10:54:28 -1000 Organization: Inter Island Petroleum Inc. X-Original-Message-ID: <001101c21c8a$7f7da340$6501a8c0@hawaii.rr.com> MIME-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.2627 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2600.0000 X-Original-Return-Path: IIP@hawaii.rr.com It is heartwarming to see that I am not alone in denouncing extreme stall/spin training. Now I am more convinced than ever that the Lancair IV characteristics should be mapped out by a competent test pilot for each individual airplane. Then, I believe, there should be a long hanger session with him on how to avoid various stall situations, leading to a detailed write-up in a self-developed POH. After the hanger session, and depending on the test pilot's report, I would want to go up with him and do a few simple approaches to stalls. Full stall training can be done in appropriate airplanes. The recovery techniques are common. If you get the reflexes ingrained in an appropriate airplane, they should stay with you in your Lancair. Nonetheless, I totally agree with the writer who discussed the doubtful applicability of any stall training to recovery from an unexpected full stall at low altitude. Again, the training emphasis should be on stall avoidance rather than recovery. Spend your time understanding how to fly under all conditions with a wide stall margin, rather than how to recover from a full stall from some unknown environmental effect or pilot inattention. Awareness of the first sign of a stall is what you need to know, and hopefully never even go there. Brian Barbata PS: WRT the writer who felt that continuing practice of recovery from deep stalls had made him better at it, I say, "So what?". Even if the theory was correct that such training makes you marginally safer, it would require continuous practice to keep reflexive. How many of us have the time, or the desire, to be this well-honed in preparation for something we can avoid and in any case is not a likely event? Statistically, we would be infinitely better off practicing fuel management!