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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: Years ago, twin engine training required demonstration of low-altitude engine-out proficiency. That requirement was dropped and the overall safety improved. Years ago, spin demonstrations were required and then dropped - safety improved. Another observation: All that have sided with stall training have warned about keeping coordinated (ball in the center). I doubt that ANY inadvertent stall is accompanied by a centered ball. I haven't stalled my ES. Gary Casey 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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