If the nose does not drop crisply upon stall, then i'd be concerned about CG. perhaps its load is too far aft, or if this happens on minimum weight and fuel, perhaps need to move battery forward or to firewall. In any case, keep the damn ball in the middle. One caution about cg too far forward is loss of speed at cruise. .
On Thu, Jan 3, 2013 at 12:08 PM, DW <dwills@glbelt.com> wrote:
Jeff, I wonder if there is an aerodynamic reason that contributes to the recovery difficulty, such as rudder size, location, ETC. I have flown many hours in an Extra 300 and that big rudder responds well. I think that anyone flying a high performance experimental should have some basic aerobatic stall and spin training in an aircraft designed for and with a good instructor, after all you can stall in almost any configuration unintentionally and should know how to recover. An example can be a sudden wind shift or gust. Another example could be on climb out, with power you have right rudder in to keep the ball centered, a sudden strong wind gust from the rear creates a shear that stalls a wing or both, the nose now drops and if power is not reduced if needed, and or the rudder inputs are not changed if needed for the new attitude keeping the ball centered, things could get ugly. Keeping the ball centered is very important, even a little off in the wrong configuration can get you into trouble “step on the ball” is what I learned from the start. These are relatively light aircraft and they are in the experimental category for a reason. Would it be possible as a group that we can collectively come up with a list of the performance habits of these aircraft from those of actual experience for others to review the flight characteristic’s and compare notes?
Dwills
360 Builder
No. I am saying what I said. Pilots should get the appropriate training, fly responsibly, and do what is necessary to tame the stall characteristics including installing stall strips , and AOA sensors. Remember, loss of control accidents are the leading cause of GA accidents. Just practicing stalls in an airplane ill prepared to do so is not wise IMHO. Many pilots need a thorough review of basic aerodynamics. If you want a good course of instruction on this take Rich Stowell' upset recovery course.
Then you are saying that those IV aircraft are death traps and should be destroyed before they kill the people in them. It seems that Lancair has a problem on their hands with a very bad design.
Lobo does not encourage stall practice in IV series aircraft due the number of fatal accidents associated with stall training and testing in a IV series, including a number of test pilots and flight instructors.
Because nobody wants to die alone??
If you are not competent to practice stalls solo in your Lancair, you probably shouldn’t be flying it solo.
aerodynamically, I don't know what a Lancair has in common with a Zlin. One thing it doesn't have is excess control authority. I'm all in favor of stall recognition training but I wouldn't advocate everyone going out in their Lancair's solo and doing it....
On Jan 2, 2013, at 9:45 AM, Andres Katz wrote:
If you never stall the airplane when it happens you won't be able to recognize what is doing and how to react. Learning what your airplane does when it stalls and recovering from it is essential to safe flight. In flying Acro we stall the airplane multiple times, at low altitude and in front of ungrateful critical sobs that will laugh at you when you screw up but will give you good tips about recovering from it. Every airplane stalls differently, right wing drop, left wing drop, bucking etc. learning what the airplane does pre stall is the most important. My ZLIN 50 is so nice it begins to buckle and bitch at me and tells me what I need to do (lower the stick) before it kills me. I advise you to get a good instructor and go to 10,000 feet and spend the best 2 hrs of your life stalling your airplane and getting to know her. It's
Ike making love to your wife and knowing when she is happy.....
My old savvy instructor when checking me out in single seat airplanes always told me the same, go out to a safe altitude, stall the airplane, learn when it does it look at the speed when it happens, add 10 knots and come and land, it has never failed to get me down safely ie yak55, Jungmeister, ZLIN, chipmunk etc.
My few cents worth of it. You will live longer.
Sent from my iPad
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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