X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 03 Jan 2013 10:16:28 -0500 Message-ID: X-Original-Return-Path: Received: from imr-da03.mx.aol.com ([205.188.105.145] verified) by logan.com (CommuniGate Pro SMTP 6.0.1) with ESMTP id 5993036 for lml@lancaironline.net; Thu, 03 Jan 2013 09:11:06 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.105.145; envelope-from=vtailjeff@aol.com Received: from mtaout-mb05.r1000.mx.aol.com (mtaout-mb05.r1000.mx.aol.com [172.29.41.69]) by imr-da03.mx.aol.com (Outbound Mail Relay) with ESMTP id 566AF1C000085 for ; Thu, 3 Jan 2013 09:10:32 -0500 (EST) Received: from [192.168.1.119] (24-107-65-42.dhcp.stls.mo.charter.com [24.107.65.42]) (using TLSv1 with cipher AES128-SHA (128/128 bits)) (No client certificate requested) by mtaout-mb05.r1000.mx.aol.com (MUA/Third Party Client Interface) with ESMTPSA id 57878E00009F; Thu, 3 Jan 2013 09:10:31 -0500 (EST) References: In-Reply-To: Mime-Version: 1.0 (1.0) Content-Type: multipart/alternative; boundary=Apple-Mail-AD8408A2-86AD-4ADA-9435-5D81FC911230 X-Original-Message-Id: <307AEFF1-7393-4330-8283-EE6DA89D0359@aol.com> Content-Transfer-Encoding: 7bit X-Mailer: iPad Mail (9B206) From: vtailjeff@aol.com Subject: Re: [LML] Re: stalls X-Original-Date: Thu, 3 Jan 2013 08:10:29 -0600 X-Original-To: Lancair Mailing List x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:326416064:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d294550e5915764b1 X-AOL-IP: 24.107.65.42 --Apple-Mail-AD8408A2-86AD-4ADA-9435-5D81FC911230 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii Would you rather spend you time and money learning to recover from an aircra= ft with poor stall characteristics or spending the same dollars improving th= ose stall characteristics? have found that improving your aircraft's stall c= haracteristics nets the most bang for the buck. Have you done stall testing t= o include placement of stall strips as Charlie Kohler has suggested? Taming a= ircraft stall characteristics are relatively easy with the help of a good te= st pilot like Len Fox.=20 Jeff Sent from my iPad On Jan 2, 2013, at 8:46 PM, Charles Brown wrote: > Commendable caution but I vote with the guys who say you owe it to yoursel= f and your passengers to demonstrate your ability to recognize and recover f= rom a stall. If a bad day comes along and you stall for any reason -- usual= ly a bunch of little reasons piled up by chance at one moment -- you need to= recover quickly and safely. And if, for some reason, a stall is unrecovera= ble in your airplane -- you shouldn't be flying it. >=20 > Do a good weight-and-balance, and then take it out one day with a fairly f= orward CG and give it a shot. Better still, go practice first in the airpla= ne of a buddy who's done it already. >=20 > Charley Brown >=20 >=20 >>=20 >> On Jan 2, 2013, at 7:15 AM, "David M. Powell CRFA" w= rote: >>=20 >>> I have made the decision prior to purchasing to avoid stalls altogether i= n my 360. After reading the stall and stall spin accident information, I ju= st don't think it's worth the risk. On take-off, I stay in ground effect fo= r the half second it takes to make it into the green after wheels up; on lan= ding, I approach well above stall for my flap configuration, and let the spe= ed bleed off only a few feet above the threshold. During normal flight, I d= on't even get near a typical slow flight speed. Too many variables in a hom= e built airplane with no precise envelope, a header tank that is PROBABLY wh= ere 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). >=20 --Apple-Mail-AD8408A2-86AD-4ADA-9435-5D81FC911230 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=utf-8
Would you rather spend you= time and money learning to recover from an aircraft with poor stall charact= eristics or spending the same dollars improving those stall characteristics?=  have found that improving your aircraft's stall characteristics nets t= he most bang for the buck. Have you done stall testing to include placement o= f stall strips as Charlie Kohler has suggested? Taming aircraft stall charac= teristics are relatively easy with the help of a good test pilot like Len Fo= x. 

Jeff
Sent from my iPad

On Jan 2, 2013, at 8= :46 PM, Charles Brown <browncc1@v= erizon.net> wrote:

=
Commendable caution but I vote with the guys who say you owe it to= yourself and your passengers to demonstrate your ability to recognize and r= ecover from a stall.  If a bad day comes along and you stall for any re= ason -- usually a bunch of little reasons piled up by chance at one moment -= - you need to recover quickly and safely.  And if, for some reason, a s= tall is unrecoverable in your airplane -- you shouldn't be flying it.
<= div>
Do a good weight-and-balance, and then take it out one da= y with a fairly forward CG and give it a shot.  Better still, go practi= ce first in the airplane of a buddy who's done it already.

Charley Brown


=

On Jan 2,= 2013, at 7:15 AM, "David M. Powell CRFA" <superdmpt@sonic.net> wrote:

I have made the decision prior to p= urchasing to avoid stalls=20 altogether in my 360.  After reading the stall and stall spin accident=20= information, I just don't think it's worth the risk.  On take-off, I st= ay=20 in ground effect for the half second it takes to make it into the green afte= r=20 wheels up; on landing, I approach well above stall for my flap configuration= ,=20 and let the speed bleed off only a few feet above the threshold.  Durin= g=20 normal flight, I don't even get near a typical slow flight speed.  Too m= any=20 variables in a home built airplane with no precise envelope, a header t= ank=20 that is PROBABLY where I think it is, but could be off by 30 or 40 pounds if= the=20 gauge is stuck; possible extra wait in the tail area (water retention after=20= heavy rain).
<= /blockquote>
= --Apple-Mail-AD8408A2-86AD-4ADA-9435-5D81FC911230--