Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Wed, 26 Jan 2005 08:04:16 -0500 Message-ID: X-Original-Return-Path: Received: from sccrmhc12.comcast.net ([204.127.202.56] verified) by logan.com (CommuniGate Pro SMTP 4.2.8) with ESMTP id 622736 for lml@lancaironline.net; Wed, 26 Jan 2005 07:12:12 -0500 Received-SPF: none receiver=logan.com; client-ip=204.127.202.56; envelope-from=mjrav@comcast.net Received: from MJR (h000094c615c2.ne.client2.attbi.com[65.96.140.242]) by comcast.net (sccrmhc12) with SMTP id <2005012612114201200g1d5be>; Wed, 26 Jan 2005 12:11:42 +0000 X-Original-Message-ID: <004e01c503a0$9d0924c0$f28c6041@ne2.client2.attbi.com> From: "Mark Ravinski" X-Original-To: "Lancair Mailing List" Subject: Re. Lancair Stalls X-Original-Date: Wed, 26 Jan 2005 07:14:41 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_004B_01C50376.B4118B00" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1437 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1441 This is a multi-part message in MIME format. ------=_NextPart_000_004B_01C50376.B4118B00 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable It's becoming increasingly obvious that the different Lancair models = cannot be grouped together for purposes of this discussion as the = subject "Lancair Stalls" suggests. As Roberto has shown, even = individual planes can be unique. I cannot comment on other than my LNC2, small tail 360, 1990 vintage. As I fly slow flight into a stall regime, the plane handles beautifully = with lots of stall warning, buffet and shaking and the stick turns = progressively to mush. =20 As I provoke it further into a deep stall, a wing will drop and it can = be either wing. It may go to 90 deg of bank or more - very quickly - = and may start to spin. If I try to control the plane with any use of = rudder, it will immediately spin in the direction of the rudder. I = cannot keep the plane from spinning by fighting it with rudder, - when = opposite rudder is used the plane reverses spin direction. I have never = let it spin more than a half turn or so. Recovery is immediate when the stall is broken and rudder opposite any = spin HOWEVER this may be from some inverted angle. I don't know if it would recover from a developed spin and don't need to = know. My background as a T-37 flight instructor was heavy with stall / spin = / unusual attitude training. The sort of spin training you can get from = most flight schools today in a stable, low performance aircraft will not = prepare you for this in a LNC2. A common accident scenario is the high speed pass followed by a steep = climb, stall and spin. If flown all the way to a vertical stall, I find = the resultant stall is very deep and does require some time, altitude = and finesse for a recovery. Again, not experience that can be had in most spam = cans. Others on this list have recommended various methods of higher = performance training like aerobatics and dogfighting schools. I = wholeheartedly agree. Write to me off list if you can't find what you need and want to fly = with me. I'll help anyone I can. Once again, my LNC2 has shown reliable stall / spin avoidance and = recovery capabilities but "results may differ".=20 Mark Ravinski N360KB 1310 hrs mjrav@comcast.net ------=_NextPart_000_004B_01C50376.B4118B00 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

It's becoming increasingly obvious that = the=20 different Lancair models cannot be grouped together for purposes of this = discussion as the subject "Lancair Stalls" suggests. As Roberto = has shown,=20 even individual planes can be unique.

I cannot comment on other than = my LNC2,=20 small tail 360, 1990 vintage.

As I fly slow flight into a stall = regime, the=20 plane handles beautifully with lots of stall warning, buffet and shaking = and the=20 stick turns progressively to mush.

As I provoke it further into a deep = stall, a wing=20 will drop and it can be either wing. It may go to 90 deg = of bank=20 or more - very quickly - and may start to spin. If I try to = control the=20 plane with any use of rudder, it will immediately spin in the direction = of the=20 rudder. I cannot keep the plane from spinning by fighting it with=20 rudder, - when opposite rudder is used the plane reverses spin=20 direction. I have never let it spin more than a half turn or=20 so.

Recovery is immediate when the stall is = broken and=20 rudder opposite any spin HOWEVER this may be from some inverted=20 angle.

I don't know if it would recover from a = developed=20 spin and don't need to know.

My background as a T-37 flight = instructor=20 was heavy with stall / spin / unusual attitude training. The sort = of spin=20 training you can get from most flight schools today in a stable, low = performance=20 aircraft will not prepare you for this in a LNC2.

A common accident scenario is = the high speed=20 pass followed by a steep climb, stall and spin. If flown all = the way=20 to a vertical stall, I find the resultant stall is very deep and does = require=20 some time, altitude and finesse

for a recovery. Again, not = experience that=20 can be had in most spam cans.

Others on this list have = recommended various=20 methods of higher performance training like aerobatics and dogfighting=20 schools. I wholeheartedly agree.

Write to me off list if you = can't find what=20 you need and want to fly with me.

I'll help anyone I can.

Once again, my LNC2 has shown = reliable stall=20 / spin avoidance and recovery capabilities but "results may differ".=20

Mark Ravinski

N360KB 1310 hrs

mjrav@comcast.net

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