Return-Path: Received: from [65.33.162.219] (account marv@lancaironline.net) by logan.com (CommuniGate Pro WebUser 4.2.8) with HTTP id 623177 for lml@lancaironline.net; Wed, 26 Jan 2005 12:01:58 -0500 From: "Marvin Kaye" Subject: Re: [LML] Fw: [LML] Lancair Stalls To: lml X-Mailer: CommuniGate Pro WebUser Interface v.4.2.8 Date: Wed, 26 Jan 2005 12:01:58 -0500 Message-ID: In-Reply-To: <001001c503c7$19763680$6401a8c0@axs> References: <001001c503c7$19763680$6401a8c0@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" : Agreement with Bill Kennedy. These stall/spins are unintentional,, or else recovery requirements are special. In a prior note by a very qualified test pilot he pointed out that the stick forces are very light. Add to that, if the pilot can't see his wing's angle to the air -- at which the wing stalls -- he can easily accidentally pull his AOA too far. Most planes don't even have G-meters ... rely on sensitive seats of the pants. Further, with some laminar airfoils the 'unstall AOA' is a lot lower than the stall AOA, and if the pilot can't SEE where that unstall angle is, how can he know how much he has to reduce his wing's angle of attack, in order to unstall it? Hence the need to have an AOA that shows ANGLE ... not little lights. Finally, regarding avoiding stalls, and recovering from same: on two other experimentals (my AirstoCraft II, and Magnum V8) I tufted the horizontal tail, and observed that a few degrees more after the wings stalled, the horizontal tail stalled too, and when that happened, the nose-down control available to recover what a lot less. A lot less. Like -- gradual. I put slots on the h-tail, and then observed that the h-tail didn't stall, and the nose-down available was very strong... for a really fast stall recovery. Also, with the simple wind vane type AOA gauge I made, (anybody could make one) I found it was possible to fly the plane indefinitely at just one degree below stall AOA, while maneuvering in zooms, steep turns, etc., and avoid ever stalling it. After studying the record of LNC2s like our N211AL I'm planning to install both a simple wind-vane type AOA, and try slots on the h-tail. Regarding roll-off at stall, on my Waco Aristocraft and my Magnum I used constantin spoilers (aka spin strips) inboard to start the stall there. Just some ideas I tried that worked for me... might be helpful. Terrence O'Neill LNC 235/320 -- waiting for the FAA to transfer registration.