X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 13 Oct 2009 20:31:06 -0400 Message-ID: X-Original-Return-Path: Received: from elasmtp-spurfowl.atl.sa.earthlink.net ([209.86.89.66] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with ESMTP id 3885042 for lml@lancaironline.net; Tue, 13 Oct 2009 19:50:54 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.66; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=slkF1NTVHHteIs3AFsD87z8qNJjfwCYntuvJsKRjp7HIyzUh1aLsqRZLV5FZZuaE; h=Received:Message-ID:From:To:References:Subject:Date:MIME-Version:Content-Type:X-Priority:X-MSMail-Priority:X-Mailer:X-MimeOLE:X-ELNK-Trace:X-Originating-IP; Received: from [216.57.118.63] (helo=ccaselt3) by elasmtp-spurfowl.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1Mxr8G-0007qf-Ci for lml@lancaironline.net; Tue, 13 Oct 2009 19:50:20 -0400 X-Original-Message-ID: <058701ca4c5f$ebf645b0$8d01a8c0@nvidia.com> From: "Colyn Case at earthlink" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] Re: FAA RESCINDS INFO LETTER X-Original-Date: Tue, 13 Oct 2009 19:50:19 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0584_01CA4C3E.649AA460" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3598 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3350 X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da94053228425632ae6f9a38aa825c272d911350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 216.57.118.63 This is a multi-part message in MIME format. ------=_NextPart_000_0584_01CA4C3E.649AA460 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable the book is impossible to deal with in the air. the only way I found to deal with it is to make up a table that lays out = every step. "do this action" "press this button" "look for this indication" "do next action" ..... ----- Original Message -----=20 From: paul miller=20 To: lml@lancaironline.net=20 Sent: Monday, October 12, 2009 7:22 PM Subject: [LML] Re: FAA RESCINDS INFO LETTER Alan: I'm interested in your steps to calibrate the AOA. I have one = in the Legacy RG which is "factory set" but has always been set quite = high such that the warnings go off at takeoff and well before flares at = landing. That hasn't bothered me for the first 100 hours but I'd like = to dial it in a bit better and I've read through the AOA book a number = of times. I'd be interested in your experience in getting the = calibration completed including the second person assistance. Thanks in = advance. Paul Miller Calgary On 2009-10-11, at 4:49 PM, Alan Adamson wrote: My only nickel on this topic. I don't believe that experiencing a *fully developed* stall is the = panacea that some would content. However, I *do* think that = experiencing the slow flight characteristics *prior* to a stall are = indeed a valuable experience. For example, what do *mushy* controls = feel like, how much control authority does it take to recover, etc - all = *prior* to a stall. Now some would argue that you have to get into a stall to experience = any of the above, however I would argue differently. That first time you = get close to a high AOA, and are only *close* to an impending stall is = all you need to know you never *really* want to get there. Also, while on this topic... For those with an AOA, *DO NOT* trust = that because you bought the model that is made for your particular = airframe, and were told that it came *pre calibrated*, that you still = don't need to go do the calibration procedure. ------=_NextPart_000_0584_01CA4C3E.649AA460 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
the book is impossible to deal with in = the=20 air.
the only way I found to deal with it is = to make up=20 a table that lays out every step.
"do this action"
"press this button"
"look for this indication"
"do next action"
.....
 
----- Original Message -----
From:=20 paul = miller
Sent: Monday, October 12, 2009 = 7:22=20 PM
Subject: [LML] Re: FAA RESCINDS = INFO=20 LETTER

Alan: I'm interested in your steps to calibrate the = AOA.=20  I have one in the Legacy RG which is "factory set" but has = always been=20 set quite high such that the warnings go off at takeoff and well = before flares=20 at landing.   That hasn't bothered me for the first 100 hours but = I'd=20 like to dial it in a bit better and I've read through the AOA book a = number of=20 times.   I'd be interested in your experience in getting the = calibration=20 completed including the second person assistance.  Thanks in = advance.

Paul Miller
Calgary

On 2009-10-11, at 4:49 PM, Alan Adamson wrote:
My=20 only nickel on this topic.
I=20 don't believe that experiencing a *fully developed* stall is = the=20 panacea that some would content.  However, I *do* think = that=20 experiencing the slow flight characteristics *prior* to a = stall are=20 indeed a valuable experience.  For example, what do = *mushy*=20 controls feel like, how much control authority does it take to = recover, etc=20 - all *prior* to a stall.
Now=20 some would argue that you have to get into a stall to experience any = of the=20 above, however I would argue differently. That first time you get = close to a=20 high AOA, and are only *close* to an impending stall is all = you need=20 to know you never *really* want to get = there. Also,=20 while on this topic... For those with an AOA, *DO NOT* trust = that=20 because you bought the model that is made for your particular = airframe, and=20 were told that it came *pre calibrated*, that you still don't = need to=20 go do the calibration procedure.
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