Posted for "terrence o'neill" <troneill@charter.net>:

 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.