Return-Path: Received: from [161.88.255.139] (account marv@lancaironline.net) by logan.com (CommuniGate Pro WebUser 4.2.2) with HTTP id 425553 for lml@lancaironline.net; Wed, 22 Sep 2004 11:59:48 -0400 From: "Marvin Kaye" Subject: Re: [LML] To stall or not to stall? That is my question. To: lml X-Mailer: CommuniGate Pro WebUser Interface v.4.2.2 Date: Wed, 22 Sep 2004 11:59:48 -0400 Message-ID: In-Reply-To: <002001c4a0b4$97909950$6501a8c0@axs> References: <002001c4a0b4$97909950$6501a8c0@axs> X-Priority: 3 MIME-Version: 1.0 Content-Type: text/plain; charset="ISO-8859-1"; format="flowed" Content-Transfer-Encoding: 8bit Posted for "terrence o'neill" : Dan, Just excellent comments. I haven't flown our L235/320 yet, but have done stalls in my untested experimentals: Waco tail-prop Model W, AristoCraft II, Magnum PickUp, Mitchell modified B-10, and our modified Dragonfly... and researched a lot of stuff with the guys like Long P. Yip at Langley, especially the tandem-wing configurations. Dan's comments are welcome 'words to the wise'. The comments of these pro-pilots strongly suggest weak-to-negligible pitch recovery at aft CGs when the AOA gets into the spin AOA range, 30 to 50 degrees. Does anyone have a windtunnel model with which a university with a tunnel could check this? Sounds to me like this excellent aircraft can easily be made safer without performance or handling loss, as I've commented before. But for the time I intend to avoid stalls by developing habits flying and using an AOA. T.