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From: Kevin Stallard <kevin@arilabs.net>
Subject: RE: [LML] Re: LOBO eNews -- January 2014
Thread-Topic: [LML] Re: LOBO eNews -- January 2014
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I don't know about anyone else, but I don't need an AOA to know that I can'=
t do that=85.
________________________________________
From: Lancair Mailing List [lml@lancaironline.net] On Behalf Of Terrence O'=
Neill [troneill@charter.net]
Sent: Monday, January 27, 2014 12:24 PM
To: lml@lancaironline.net
Subject: [LML] Re: LOBO eNews -- January 2014

Kevin,
Yes, I agree.  He pulled his wing up into a stall-angle -- because he did n=
ot have or did not use an AOA -angle of attack indicator.

An AOA indicator PRIMARILY shows a pilot -- instantly, eye-to-hand -- how c=
lose he himself is pitching his wing -- to its stall angle.
Speed has nothing to do with that; a wing stalls at an ANGLE.

The FAA is STILL not requiring training using AOAs -- fifty (50) years afte=
r the US Navy put them on every carrier-based aircraft.
What was the result of using AOAs on landings by the excellent Navy pilots'=
 accident rate?
It cut landing accidents fifty (50) percent in the very first year!
Unintentional stalls cause about a quarter to a third of all general aviati=
on fatalities every year.
The FAA is a stubborn, slow learner, imho.
It is so sad to lose the wonderful pilots and their friends and families, a=
nd their beautiful flying machines .. needlessly.

Terrence O'Neill
4 yeas a Navy pilot.
I designed, built and flight tested and major-modified and flight tested si=
x original aircraft, using my own-design of a simple AOA vane... so I could=
 SEE how close I was flying my wings to their fixed stall AOA.
Have published magazine articles ranting on the same need for 50 years ... =
but  pilots seem to be locked into thinking programmed by their first FAA-d=
ictated flight training.


On Jan 27, 2014, at 10:44 AM, Kevin Stallard wrote:

> Hi Bill,
>
> If I may respectfully (emphasis on respectfully) disagree.
>
> It wasn't .the controller that put the plane in a bank and pulled up.   W=
as the controller confusing?   Yep, no doubt.   I have to honestly say that=
 as soon as I heard 'no' and something about extending the downwind, I woul=
d have had the inclination of  turning left as well.
>
> I would say that part of the confusion was from the pilot not following d=
irections in the first place.  If he had been on downwind as the controller=
 was expecting him too...what would have happened?  Who knows...
>
> In any case,  the final analysis is that the pilot did something with his=
 airplane that caused it to spin.
>
> Real sad.....
>
> Kevin
>
>
> ________________________________________
> From: Lancair Mailing List [lml@lancaironline.net] On Behalf Of Bill Brad=
burry [bbradburry@bellsouth.net]
> Sent: Monday, January 27, 2014 8:11 AM
> To: lml@lancaironline.net
> Subject: [LML] Re: LOBO eNews -- January 2014
>
> The lesson here is who is going to be at fault when an accident occurs.  =
The controller cleared the Cirrus to land.  He didn=92t clear him number tw=
o after the other Cirrus.  He also cleared him to land long, so it was perf=
ectly logical for the pilot to turn base immediately.  Sure, he would proba=
bly have lived if he had turned right and landed long and the other Cirrus =
had landed on the numbers, but he didn=92t have the other plane in sight an=
d didn=92t know where he was so he tried to climb and turn away from the ai=
rport and in his panic, did so too aggressively.
>
> The controller was the total cause of the accident but everything in the =
piece turns it back to the pilot.
>
> Just keep in mind that your pilot license is in the hands of the controll=
er, but your LIFE is in YOUR hands!
>
> Bill
>
>
> --
> For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.ht=
ml


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