The ability to reduce risk is always in fashion with good results. I have a 235 with headed tank and I think balancing the load by regulating the weight helps with elevator comtol.

I am a real believer in at least a 2 hour check out. Pilots that havent flown in a high wing loadin aircraft are over whelmed and need company for a little while to get confortable.

I had the good luck to have some time in a tailwind and it is very similar in flying. Thanks for the post jim

On Wed, Jan 2, 2013 at 8:15 AM, David M. Powell CRFA <superdmp@sonic.net> wrote:

I have made the decision prior to purchasing to avoid stalls altogether in my 360. After reading the stall and stall spin accident information, I just don't think it's worth the risk. On take-off, I stay in ground effect for the half second it takes to make it into the green after wheels up; on landing, I approach well above stall for my flap configuration, and let the speed bleed off only a few feet above the threshold. During normal flight, I don't even get near a typical slow flight speed. Too many variables in a home built airplane with no precise envelope, a header tank that is PROBABLY where I think it is, but could be off by 30 or 40 pounds if the gauge is stuck; possible extra wait in the tail area (water retention after heavy rain).

From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Ed Gray
Sent: Tuesday, January 01, 2013 9:43 PM
To: lml@lancaironline.net
Subject: [LML] stalls

Colyn, As I said, AVOID STEEP TURNS IN THE PATTERN. If you are flying low under the hood, I hope you have a well qualified safety pilot

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"There are no traffic jams along the extra mile" - Roger Staubach

..jim guldi CFI