Sender: <marv@lancaironline.net> (Marvin Kaye)
To: lml
Date: Fri, 28 Jun 2002 19:09:07 -0400
Message-ID: <redirect-1516465@logan.com>
From: James Frantz <LFrantz@compuserve.com>
Subject: [LML] Re: stall/spin
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< if there is ONE trend I've seen among the "high =

HP" crowd it's this:  a woefully inadequate use of rudder during large
power =

changes - particularly evident during go-arounds, missed approaches, and
the =

like.  Deadly if you happened to be nearing the stall due to that increas=
ed

bank angle.  (Stall+Yaw=3DSpin ---> more altitude than you have, if you'r=
e in

the pattern!)<

I second the comment above.  It is great to see a Lancair rep. talking
about the importance of rudder as opposed to the "you need never touch th=
e
rudder" sales statements of past years. The fact is that lots of right
rudder is required at high power settings when accompanied by higher AOAs=
. =


Sport aircraft are running nearly double the fatalities due to stall spin=
s
as compared to Part 23 certified aircraft.  The reasons are many but may
include:
1. Experimentals are not stall certified
2. Experimentals are not required to have active stall warners
3. Experimentals are not required to have the higher stability as require=
d
on Part-23  aircraft
4. Experimentals are not certified spin resistant
5. Lancairs cruise faster which equates to higher stalling speeds
6. Higher powered singles generally require more rudder than their
underpowered sisters.

I hope that we can all agree that practicing recoveries from APPROACHES t=
o
stalls is a very good thing.  After all, this training is required for al=
l
pilots by the FAA.  However, practicing recoveries from FULL stalls may b=
e
a good or bad idea depending upon the aircraft type, CG, GW, and pilot
experience.

I also hope that we can all agree that practicing spins in Lancairs would=

be unwise unless we are prepared to loose our aircraft, are wearing a
parachute and have a way out.  Besides it is in violation of FARs without=

the parachute.  If we agree on this point, then we must conclude that not=

all aircraft are ideal for practicing FULL stalls because some  lack spin=

resistance and well behaved spin characteristics .

I must say, suggesting the requirement that we all explore the extremes o=
f
our aircraft is bordering on irresponsible.  We have enough insurance
problems without this poppycock.

James B. Frantz
Proprietary Software Systems, Inc. =

www.angle-of-attack.com
LFrantz@compuserve.com
(952) 474-4154