Would you rather spend you time and money learning to recover from an aircraft with poor stall characteristics or spending the same dollars improving those stall characteristics? have found that improving your aircraft's stall characteristics nets the most bang for the buck. Have you done stall testing to include placement of stall strips as Charlie Kohler has suggested? Taming aircraft stall characteristics are relatively easy with the help of a good test pilot like Len Fox.
Jeff
Sent from my iPad 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 recover from a stall. If a bad day comes along and you stall for any reason -- 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 stall is unrecoverable in your airplane -- you shouldn't be flying it.
Do a good weight-and-balance, and then take it out one day with a fairly forward CG and give it a shot. Better still, go practice first in the airplane of a buddy who's done it already.
Charley Brown
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).
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