X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 14 Oct 2009 08:41:18 -0400 Message-ID: X-Original-Return-Path: Received: from smtp104.sbc.mail.re2.yahoo.com ([68.142.229.101] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with SMTP id 3885254 for lml@lancaironline.net; Wed, 14 Oct 2009 00:27:51 -0400 Received-SPF: none receiver=logan.com; client-ip=68.142.229.101; envelope-from=rjones2000@sbcglobal.net Received: (qmail 6032 invoked from network); 14 Oct 2009 04:27:16 -0000 DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=s1024; d=sbcglobal.net; h=Received:X-Yahoo-SMTP:X-YMail-OSG:X-Yahoo-Newman-Property:From:To:References:In-Reply-To:Subject:Date:Message-ID:MIME-Version:Content-Type:X-Mailer:thread-index:Content-Language; b=CAXyGl6BxF3QIFBz2bSJOBCup4DC3hO2rQcYuBT8XZfDxAGjzeYHv22tlIyijyR80Vvcu1Nimp/K1VEj/qNBsFYgRnHx8MyCQ9LO1LFUHUZK3bfVhc+75SaZHGnmcViL548u/H+iKc2iFZJVQjxtD/1kEm56bg6Jb+KNHXWFWtI= ; Received: from (rjones2000@12.108.23.2 with login) by smtp104.sbc.mail.re2.yahoo.com with SMTP; 13 Oct 2009 21:27:15 -0700 PDT X-Yahoo-SMTP: qom3qKeswBCS7l.XERKRbiNwk_aq93o2mA-- X-YMail-OSG: k0v3EnMVM1n4YirnqUVkENRj7U8MoDswTnNta5d__QS.YVItvmQY_yNpONZCP5XM6S2w3DEimAvFZ6Wuu_C5LhLm.E5ICniSFcy1ekZvKvbBI3wLgnrK8eD2.sUZqzw1xHSrNCjXB0qp.HieXuMUTGEcvVTN0ZC8e81ltL6xVdpi8FnajuS2NRfoMc_wzJb3n_2YNmgNusz5KUQz_k8lBo27lqIx8OzKBQH8qsKhrbRR5BZjUbc7Uangf0_uMPyQzZorLrWnwFx70qrIilzZ.piBEzWa4uplskVt9HHEeiZXCqYnZGcomCu5Tb0j8.Col9_4WSLcq_yJ6Fmi9wR1h2TG3EYLs7uVJdGAtf3jLiouChBmLiig8CtCX3fMVicVKgvjyw.EHcdMXl0oKtQv6JysZdrEXC0- X-Yahoo-Newman-Property: ymail-3 From: "Ron Jones" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: RE: [LML] Re: FAA RESCINDS INFO LETTER X-Original-Date: Tue, 13 Oct 2009 21:27:09 -0700 X-Original-Message-ID: <02d201ca4c86$992f8f40$cb8eadc0$@net> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_02D3_01CA4C4B.ECD0B740" X-Mailer: Microsoft Office Outlook 12.0 thread-index: AcpMZaxSTedIW96nSqeJ2spT2eNOQgAIL8WQ Content-Language: en-us This is a multi-part message in MIME format. ------=_NextPart_000_02D3_01CA4C4B.ECD0B740 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit My AOA came with a quick reference card for the airborne calibration process. Maybe they have one on their website that you can print? Ron Jones San Marcos, CA From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Colyn Case at earthlink Sent: Tuesday, October 13, 2009 5:31 PM To: lml@lancaironline.net Subject: [LML] Re: FAA RESCINDS INFO LETTER 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 ----- From: paul miller To: lml@lancaironline.net 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_02D3_01CA4C4B.ECD0B740 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

My AOA came with a quick reference card for the airborne calibration process. Maybe they have one on their website that you can = print?

 

Ron Jones

San Marcos, CA

 

From:= Lancair = Mailing List [mailto:lml@lancaironline.net] On Behalf Of Colyn Case at = earthlink
Sent: Tuesday, October 13, 2009 5:31 PM
To: lml@lancaironline.net
Subject: [LML] Re: FAA RESCINDS INFO LETTER

 

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"

.....<= o:p>

 

----- Original Message -----

From: paul miller

Sent:<= /b> 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.

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