X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 11 Sep 2008 19:04:07 -0400 Message-ID: X-Original-Return-Path: Received: from mx1.timesync.com ([12.181.175.91] verified) by logan.com (CommuniGate Pro SMTP 5.2.7) with ESMTP id 3123804 for lml@lancaironline.net; Thu, 11 Sep 2008 00:39:54 -0400 Received-SPF: none receiver=logan.com; client-ip=12.181.175.91; envelope-from=schroder@timesync.com Received: from antares.timesync.com (unknown [67.218.99.4]) by mx1.timesync.com (Postfix) with ESMTP id 177506781C for ; Wed, 10 Sep 2008 21:39:19 -0700 (PDT) Received: from DAVEAE066C3A9B [207.118.51.61] by antares.timesync.com with ESMTP (SMTPD-8.22) id A0F50714; Wed, 10 Sep 2008 20:39:17 -0800 X-Original-Message-ID: <3CA8331AAD234B85A28040F4473E6864@DAVEAE066C3A9B> From: "Dave Schroder" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] Re: Stalls X-Original-Date: Wed, 10 Sep 2008 21:39:22 -0700 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_00CB_01C9138D.B00A6EC0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.5512 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 This is a multi-part message in MIME format. ------=_NextPart_000_00CB_01C9138D.B00A6EC0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable WOOS2 arrival .....two days early for the faster Lancairs. ;-) dave ----- Original Message -----=20 From: MikeEasley@aol.com=20 To: lml@lancaironline.net=20 Sent: 09/10/2008 6:24 PM Subject: [LML] Re: Stalls I've stayed out of this discussion so far, but here's my two cents. = Stall recovery at low altitudes, which is where the seem to always = happen, is not possible. So the real issue is NOT stalling. Through training, we can get some practice with how our airplanes feel = when they get too slow. I think learning to recover before the stall is = more important than full stall recovery. I got distracted once in my = ES, taking some photos at about 600 AGL, and felt the controls get = really light. I looked down at the airspeed and it was down around 75. = I added some power and it was a non-event. The ES has very heavy = controls, so when they get really light, you know there's something = wrong! I check the airspeed almost continuously in the pattern, and have an = AOA. I don't go below 90 until I'm established on final. That's a = pretty healthy margin above stall for my maneuvers in the pattern. I've = never stalled my ES, but practiced slow flight on several occasions. = I've gone down to 75 clean and 70 dirty and that's well below anything I = experience in the pattern, except maybe right over the runway. I was concerned about 90 knots in the pattern flying into Oshkosh with = heavy traffic. So I went in a day early, and early in the morning and = had very light arrival traffic. I call it the WOOS1 arrival. I can = only imagine how much worse it could be with the faster Lancairs. Mike Easley Colorado Springs -------------------------------------------------------------------------= ----- Psssst...Have you heard the news? There's a new fashion blog, plus the = latest fall trends and hair styles at StyleList.com. ------=_NextPart_000_00CB_01C9138D.B00A6EC0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
WOOS2 arrival .....two days early for the faster = Lancairs.  =20 ;-)
dave
----- Original Message -----
From:=20 MikeEasley@aol.com
Sent: 09/10/2008 6:24 PM
Subject: [LML] Re: Stalls

I've stayed out of this discussion so far, but here's my two = cents. =20 Stall recovery at low altitudes, which is where the seem to always = happen, is=20 not possible.  So the real issue is NOT stalling.
 
Through training, we can get some practice with how our = airplanes feel when they get too slow.  I think learning to = recover=20 before the stall is more important than full stall recovery.  I = got=20 distracted once in my ES, taking some photos at about 600 AGL, and = felt the=20 controls get really light.  I looked down at the airspeed and it = was down=20 around 75.  I added some power and it was a non-event.  The = ES has=20 very heavy controls, so when they get really light, you know there's = something=20 wrong!
 
I check the airspeed almost continuously in the pattern, and have = an=20 AOA.  I don't go below 90 until I'm established on final.  = That's a=20 pretty healthy margin above stall for my maneuvers in the = pattern.  I've=20 never stalled my ES, but practiced slow flight on several = occasions. =20 I've gone down to 75 clean and 70 dirty and that's well below anything = I=20 experience in the pattern, except maybe right over the runway.
 
I was concerned about 90 knots in the pattern flying into Oshkosh = with=20 heavy traffic.  So I went in a day early, and early in the = morning and=20 had very light arrival traffic.  I call it the WOOS1 = arrival.  I can=20 only imagine how much worse it could be with the faster = Lancairs.
 
Mike Easley
Colorado Springs



Psssst...Have you heard the news? There's a new fashion blog, plus the latest fall = trends and hair=20 styles at StyleList.com.
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