X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 16 Oct 2009 15:59:24 -0400 Message-ID: X-Original-Return-Path: Received: from mail-fx0-f213.google.com ([209.85.220.213] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with ESMTP id 3887143 for lml@lancaironline.net; Thu, 15 Oct 2009 15:29:56 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.220.213; envelope-from=keith.smith@gmail.com Received: by fxm9 with SMTP id 9so1520009fxm.1 for ; Thu, 15 Oct 2009 12:29:20 -0700 (PDT) DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; b=LE4fQMS4qOYjgN9TeLUv7pONPcOkYG1fh6nWLhyxYI0SRFZukAlp14HXAJ7qUEJ5NX 6SXkQ7czcGt58Woc+3CRyeTSHipyOK0mB/RoWR4ZrR/ayuKWeKUJ80FoNKumjPM9PkVN K6PoXPS2jteMc0XVSxhy7mno/YBll8kAFUQ9w= MIME-Version: 1.0 Received: by 10.103.64.19 with SMTP id r19mr216514muk.8.1255634959862; Thu, 15 Oct 2009 12:29:19 -0700 (PDT) In-Reply-To: References: X-Original-Date: Thu, 15 Oct 2009 15:29:19 -0400 X-Original-Message-ID: <705847490910151229v1941a7c4o88fdb92f9552b0eb@mail.gmail.com> Subject: Re: [LML] Re: FAA RESCINDS INFO LETTER From: Keith Smith X-Original-To: Lancair Mailing List Content-Type: multipart/alternative; boundary=0016e65b62cec00baa0475fe4bb4 --0016e65b62cec00baa0475fe4bb4 Content-Type: text/plain; charset=ISO-8859-1 When I started my transition training for the 360, I asked if we'd be doing any stalls, to which the instructor said, "not with 2 ppl in the plane, no." He was concerned that as the CG progressed towards the aft end of the envelope, it would be less advisable to do them. "Keep your speeds up, don't stall," was the message I was getting, loud and clear. Having read many accident reports on 360's before buying the plane, I knew this to be true. So, after 30-35 hours of flying it solo, I decided it was time to find out the stall speed for my airplane, with an average fuel load and passenger load (ie. me). Right on 60kias, apparently. I did 3 of 'em to get a feel for the warning signs, then called it a day. As with any other airplane I've flown, you have to be asleep at the wheel to stall it in the pattern. I keep it at > 90kts in the pattern, then 80 on final. The only time it can get dicey is if it's gusty on short final, and you hit a downdraft. The combination of those two can eat up a generous buffer of energy pretty quickly. For those reasons, when it's gusty or otherwise dodgy, I add MORE than half the gust factor. Yes, I end up with more airspeed than normal, and the float is a little longer, but at the same time, in higher winds, the corresponding groundspeed is reduced, which keeps the landing distance manageable. When I first started doing patterns in the 360, I was religious about maintaining a vigil watch on the airspeed indicator. Now that I know the typical power and stick positions, I never mind myself more than a few knots away from where I want to be at any given time after passing abeam the numbers. ANY time you need to tighten and pull hard on base to final, massive red flags should go up. The only time I do it is for a high speed low approach, during which the AOA is very low. You're much better off keeping the turn less aggressive, letting the plane overshoot, and then gently reintercept the extended centerline from the other side. No harm done, other than misjudging it in the first place. Keith --0016e65b62cec00baa0475fe4bb4 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable When I started my transition training for the 360, I asked if we'd be d= oing any stalls, to which the instructor said, "not with 2 ppl in the = plane, no." He was concerned that as the CG progressed towards the aft= end of the envelope, it would be less advisable to do them.=A0 "Keep = your speeds up, don't stall," was the message I was getting, loud = and clear.=A0 Having read many accident reports on 360's before buying = the plane, I knew this to be true.

So, after 30-35 hours of flying it solo, I decided it was time to find = out the stall speed for my airplane, with an average fuel load and passenge= r load (ie. me).=A0 Right on 60kias, apparently. I did 3 of 'em to get = a feel for the warning signs, then called it a day.

As with any other airplane I've flown, you have to be asleep at the= wheel to stall it in the pattern. I keep it at > 90kts in the pattern, = then 80 on final.

The only time it can get dicey is if it's gust= y on short final, and you hit a downdraft. The combination of those two can= eat up a generous buffer of energy pretty quickly.=A0 For those reasons, w= hen it's gusty or otherwise dodgy, I add MORE than half the gust factor= . Yes, I end up with more airspeed than normal, and the float is a little l= onger, but at the same time, in higher winds, the corresponding groundspeed= is reduced, which keeps the landing distance manageable.

When I first started doing patterns in the 360, I was religious about m= aintaining a vigil watch on the airspeed indicator.=A0 Now that I know the = typical power and stick positions, I never mind myself more than a few knot= s away from where I want to be at any given time after passing abeam the nu= mbers.=A0

ANY time you need to tighten and pull hard on base to final, massive re= d flags should go up. The only time I do it is for a high speed low approac= h, during which the AOA is very low. You're much better off keeping the= turn less aggressive, letting the plane overshoot, and then gently reinter= cept the extended centerline from the other side. No harm done, other than = misjudging it in the first place.

Keith

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