I don't think this question will ever get fully resolved. It's certianly not the first time it's been discussed here. I'm firmly in the 'know how your Lynn, it's safe to say that those aircraft you listed had been 'well tested' and their approach to stalls well documented. Did you ever do stalls or approach to stalls in any? Did you have Betty telling you to "push"?  The difference between the airframes you listed and a Lancair is significant.  A fighter aircraft is not one that flys in the 'normal' catagory, it's not something you take your wife/kids out for a ride in and it's designed to be agile and manuverable and these all lead to an airplane that can perform poorly in slow speed and at that edge of the envelope.You were hired to fly them due to your skill, age and abilites.

The only one of the four aircraft I listed that had an AOA was the F-4 (I think flying referencing the AOA is great. I used to fly the base turn and final approach listening to the AOA tone only). The others were flown, how should I say this?, by feel. Yes, I did slow flight and approaches to stalls in those aircraft. As you say they were well tested. The testing showed that it was counter productive to fly in the STALL region of the flight envelope.

There has been testing of the Lancair aircraft to show that when they stall, it is counter productive to normal flying also. I think that they also “perform poorly in slow speed and at that edge of the envelope”.  I would hope that when you “take your wife/kids out for a ride” in your Lancair you aren’t doing stalls and spins.

I don’t have any problem with people slow flying and exploring the stall characteristics of their aircraft. Explore the spin envelope too, because, someday you might need that too. Wear your parachute too……; but maybe the canopy won’t let you get out?  Just as a side note, my Legacy has an aft hinged canopy, so it is easily jettisoned.

Who ever said I don’t know about spins? Spinning was part and parcel of flying the T-37. If you didn’t do the recovery correctly, bad things happened; increased spin rate or maybe inverted. I don’t think I’d have a problem passing a Canadian flight check to get my “ticket”.

I don’t think the Legacy is difficult to fly. Going from point A to point B is actually easy. Flying in the speed range of 80 knots to 350 knots (I’ve not been beyond 350 KTS) is fairly routine. Flying at stall speed (AOA) between 2’ AGL and what ever altitude is required for spin recovery can be a bit interesting and requires a little more attention to detail.  I can slow fly as well as anyone.

“I don't think anyone is 'name calling' per-say”. Then perhaps ridicule??? Saying, if someone prefers to avoid stalling he/she is not worthy of being part of the Lancair Brotherhood irritates me. I think a case could be made that someone who never stalls will have a longer life than one that brags about all the stalls he/she does in a Lancair. And, a better insurance risk? At the very least you can’t jump to the conclusion that the non staller is a bad pilot!

 

 

 

 

Curious, are you telling us that you’re flying low, fast and turning left... yet you don't know how or when that beauty is going to let go while pulling G's?

How did you ever come to the above conclusion? In the history of the Reno Race, there has never been a single case of a pilot stalling and spinning in on the course. Secondly, I don’t pull enough “G” to reach stall AOA. G = loss of speed.

But yes, I do know exactly when my aircraft will stall; when the AOA reaches stall AOA. How do I avoid stall AOA on the course? Don’t pull on the pole too hard! If I happened to go stupid and stall, all I have to do is reduce the AOA and I’ll exit the stall and continue flying because I have LOTS of airspeed.

But as I have said before, feel free to stall and spin to your hearts content. I don’t mind. I just try and apply risk management.

 

Lynn Farnsworth

Super Legacy #235

TSIO-550 Powered

Race #44

Purple Heart Times two

 

 

 

 

> There is a big difference between being "afraid to stall your
> airplane" and
> knowing that not too many good things will happen to you or your
> airplane in
> that flight regime.
>
>
>
> Following your logic, I should never have flown the T-38, F-100, F-
> 4 or
> F-105, because intentional spins were prohibited. I did my best to
> not spin
> any of those aircraft and as a result I never had to follow the other
> warning associated with this maneuver; eject no lower than 10,000'
> AGL.Though I did step over the side of a couple for other reasons.
>
>
>
> Be my guest and stall your Lancair to your heart's content, but it
> would be
> nice if you would refrain from calling names just because others
> prefer to
> avoid that part of the flight envelope.
>
>
>
> Lynn Farnsworth
>
> Super Legacy #235
>
> TSIO-550 Powered
>
> Race #44
>
>
>
>  _____ 
>
> From: Lancair Mailing List [lml@lancaironline.net] On Behalf Of
> Taylor, David
> Sent: Friday, October 09, 2009 10:10 PM
> To: lml@lancaironline.net
> Subject: [LML] Re: FAA RESCINDS INFO LETTER
>
>
>
> What Bill B said below.  Amen a hundred times. 
>
>
>
> If you're afraid to stall your airplane you should not be flying
> it.  (Or
> the Legacy anyway.  The Legacy stalls just fine - predictable and
> controllable.)
>
>
>
> Dave T
>
> Lancair Legacy RG
>
>
>
> From: Lancair Mailing List [lml@lancaironline.net] On Behalf Of Bill
> Bradburry
> Sent: Friday, October 09, 2009 16:26
> To: lml@lancaironline.net
> Subject: [LML] Re: FAA RESCINDS INFO LETTER
>
>
>
> It seems to me that we have all been scared to death by the
> admonishments to
> never stall these planes.  As a result, nobody does any stall
> testing or
> training.  We will die if we stall the plane!  Only do stalls
> above 10000
> feet because you will not be able to recover prior to impact!
>
> If this stuff is true, then it is not a judgement or training
> issue.  A
> plane that is too dangerous to stall is too dangerous to fly.  A
> pilot needs
> to be able to recognize an impending stall in any plane he is
> flying.  If we
> are scared to stall these Lancairs, we will eventually stall close
> to the
> ground and become a "training issue".
>
> I am not yet flying my Legacy, but you can be damn well certain
> that stalls
> will be part of the second flight!  The first flight will be one
> circuit,land, get out and kiss the ground!
>
> The other problem I think is flight into ice.  There have been several
> planes that have suddenly fallen out of the sky.  I suspect that
> is ice.  I
> don't have thousands of hours, but so far, I have never
> encountered ice in
> any plane I have ever flown.  I don't plan to change that with my
> Legacy.
>
>
> Bill B
>
>
>
>  _____ 
>
> From: Lancair Mailing List [lml@lancaironline.net] On Behalf Of
> marv@lancair.net
> Sent: Friday, October 09, 2009 10:09 AM
> To: lml
> Subject: [LML] Re: FAA RESCINDS INFO LETTER
>
> Posted for "Bruce Gray" <Bruce@Glasair.org>:
>
> Does this mean the information is wrong or someone applied political
> pressure?
>
> Bruce
> www.Glasair.org
>
> [It probably just means that the common sense applied by our
> anonymous LOBO
> person must have sunken in... hardly any accidents have been
> caused by
> airframe failures... in other words, it's not the airplane's
> fault, it's a
> training and piloting issue.  Remember many years ago when they
> called the
> Bonanza  the "doctor killer"?  Same principal... lack of training,
> poorjudgment, just because you're good at one thing doesn't
> automatically make
> you good at (and prepared for the challenges of) everything else. 
> <Marv>]
>
> -----Original Message-----
> From: Lancair Mailing List [lml@lancaironline.net] On Behalf Of
> Tom McNerney
> Sent: Thursday, October 08, 2009 10:08 PM
> To: lml@lancaironline.net
> Subject: [LML] FAA RESCINDS INFO LETTER
>
> See link:
> http://www.eaa.org/news/2009/2009-10-08_lancair.asp
>
> Tom
>
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