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Date: Thu, 11 Sep 2008 19:04:07 -0400
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From: "Ron Galbraith" <cfi@instructor.net>
Subject: Re: [LML] Re: Lancair Accidents
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I don't think military pilots would be laughing, but I do think they
would be (are) very concerned.

HPAT has a policy that we will not do stalls with clients unless we have
stalled that particular airplane ourselves.  The stall characteristics
vary from plane to plane, sometimes dramatically.  I know of one LNC4
(non pressurized) that I was test flying had the most amazing stall
characteristics.  There was a major stick shake well before stall, just
as if it has a stick shaker installed like a big jet.  When it did break,
it was straight ahead.  I wish I knew what was different about it. (no
stall fences).  I've flown others that had no buffett at all and snapped
over before you could even blink.  One wing was stalling way before the
other.  I think it's important to learn the "edge" of your airplane.  I
don't think it's critical that you actually stall it.  Learn the edge,
practice it (with an experienced instructor if you need to) and respect
it by not going there in normal flight.  If you don't have stall fences,
install them and adjust them to help make the plane safer.  Install an
AOA system and calibrate it, then check it periodically. (maybe during
your yearly recurrent training session).  The only time you are going to
need to know what the slow speed characteristics are is when you need to
know them.  If you are on short final to OSH, loaded to the gills with
camping equipment in your Legacy and haven't been "on the edge" in
training, I can show you a picture of what it looks like to learn it just
a little too late.=20

Ron Galbraith


  Air Force and most probably Navy and Marine fighter pilots spend at
  lot of time right at the edge. They'd laugh at this discussion.

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I don't think military pilots would be laughing, but I do think they would =
be (are) very concerned.<br><br>HPAT has a policy that we will not do stall=
s with clients unless we have stalled that particular airplane ourselves.&n=
bsp; The stall characteristics vary from plane to plane, sometimes dramatic=
ally.&nbsp; I know of one LNC4 (non pressurized) that I was test flying had=
 the most amazing stall characteristics.&nbsp; There was a major stick shak=
e well before stall, just as if it has a stick shaker installed like a big =
jet.&nbsp; When it did break, it was straight ahead.&nbsp; I wish I knew wh=
at was different about it. (no stall fences).&nbsp; I've flown others that =
had no buffett at all and snapped over before you could even blink.&nbsp; O=
ne wing was stalling way before the other.&nbsp; I think it's important to =
learn the "edge" of your airplane.&nbsp; I don't think it's critical that y=
ou actually stall it.&nbsp; Learn the edge, practice it (with an experience=
d instructor if you need to) and respect it by not going there in normal fl=
ight.&nbsp; If you don't have stall fences, install them and adjust them to=
 help make the plane safer.&nbsp; Install an AOA system and calibrate it, t=
hen check it periodically. (maybe during your yearly recurrent training ses=
sion).&nbsp; The only time you are going to need to know what the slow spee=
d characteristics are is when you need to know them.&nbsp; If you are on sh=
ort final to OSH, loaded to the gills with camping equipment in your Legacy=
 and haven't been "on the edge" in training, I can show you a picture of wh=
at it looks like to learn it just a little too late.&nbsp; <br><br>Ron Galb=
raith<br><blockquote style=3D"border-left: 2px solid rgb(16, 16, 255); marg=
in-left: 5px; padding-left: 5px;"><br>
<br>


Air Force and most probably Navy and Marine fighter pilots spend at lot of =
time right at the edge. They'd laugh at this discussion.<br><br><hr></block=
quote><BR>

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