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Date: Fri, 04 Jan 2013 10:09:03 -0500
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From: Gary Casey <casey.gary@yahoo.com>
Reply-To: Gary Casey <casey.gary@yahoo.com>
Subject: Re: stalls
In-Reply-To: <listdigest-5994555@logan.com>
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I don't know if there is a single right or wrong answer to this controversy=
, but here are a couple of observations:=0AYears ago, twin engine training =
required demonstration of low-altitude engine-out proficiency.=A0 That requ=
irement was dropped and the overall safety improved.=A0 Years ago, spin dem=
onstrations were required and then dropped - safety improved.=A0 Another ob=
servation:=A0 All that have sided with stall training have warned about kee=
ping coordinated (ball in the center).=A0 I doubt that ANY inadvertent stal=
l is accompanied by a centered ball.=A0 I haven't stalled my ES.=0AGary Cas=
ey=0A=A0=0AOn Jan 2, 2013, at 7:15 AM, "David M. Powell CRFA" <superdmp@son=
ic.net> wrote:=0AI have made the decision prior to purchasing to avoid stal=
ls altogether in my 360.  After reading the stall and stall spin accident i=
nformation, 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 configurati=
on, and let the speed bleed off only a few feet above the threshold.  Durin=
g normal flight, I don't even get near a typical slow flight speed.  Too ma=
ny variables in a home built airplane with no precise envelope, a header ta=
nk that is PROBABLY where I think it is, but could be off by 30 or 40 pound=
s if the gauge is stuck; possible extra wait in the tail area (water retent=
ion after heavy rain).
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<html><body><div style=3D"color:#000; background-color:#fff; font-family:bo=
okman old style, new york, times, serif;font-size:12pt"><div>I don't know i=
f there is a single right or wrong answer to this controversy, but here are=
 a couple of observations:</div><div>Years ago, twin engine training requir=
ed demonstration of low-altitude engine-out proficiency.&nbsp; That require=
ment was dropped and the overall safety improved.&nbsp; Years ago, spin dem=
onstrations were required and then dropped - safety improved.&nbsp; Another=
 observation:&nbsp; All that have sided with stall training have warned abo=
ut keeping coordinated (ball in the center).&nbsp; I doubt that ANY inadver=
tent stall is accompanied by a centered ball.&nbsp; I haven't stalled my ES=
.</div><div>Gary Casey</div><div>&nbsp;</div><div><font face=3D"Calibri">On=
 Jan 2, 2013, at 7:15 AM, "David M. Powell CRFA" &lt;</font><a href=3D"mail=
to:superdmp@sonic.net" rel=3D"nofollow" target=3D"_blank"
 ymailto=3D"mailto:superdmp@sonic.net"><font color=3D"#2862c5" face=3D"Cali=
bri">superdmp@sonic.net</font></a><font face=3D"Calibri">&gt; wrote:</font>=
</div><blockquote style=3D"margin-top: 5pt; margin-bottom: 5pt;" type=3D"ci=
te"><div><div class=3D"yiv1968549170MsoNormal"><font color=3D"blue" size=3D=
"2" face=3D"Arial"><span style=3D"color: blue; font-family: Arial; font-siz=
e: 10pt;">I have made the decision prior to purchasing to avoid stalls alto=
gether in my 360.  After reading the stall and stall spin accident informat=
ion, 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 norma=
l flight, I don't even get near a typical slow flight speed.  Too many vari=
ables 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 s=
tuck; possible extra wait in the tail area (water retention after heavy rai=
n).</span></font></div></div></blockquote></div></body></html>
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