Return-Path: Sender: (Marvin Kaye) To: lml Date: Tue, 18 Jun 2002 16:27:01 -0400 Message-ID: X-Original-Return-Path: Received: from hawk.mail.pas.earthlink.net ([207.217.120.22] verified) by logan.com (CommuniGate Pro SMTP 4.0b2) with ESMTP id 1480746 for lml@lancaironline.net; Tue, 18 Jun 2002 15:24:53 -0400 Received: from ip4-8.eyrkonaeac01.dialup.ca.telus.com ([209.29.83.8] helo=computername) by hawk.mail.pas.earthlink.net with smtp (Exim 3.33 #2) id 17KOau-0006jn-00 for lml@lancaironline.net; Tue, 18 Jun 2002 12:24:48 -0700 X-Original-Message-ID: <002a01c216fd$cb4f3d20$08531dd1@computername> From: "Skip Slater" X-Original-To: "Lancair Mailing List" Subject: Re: [LML] Stalls and spins X-Original-Date: Tue, 18 Jun 2002 12:24:39 -0700 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0027_01C216C3.1E0E90A0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3110.1 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3110.3 This is a multi-part message in MIME format. ------=_NextPart_000_0027_01C216C3.1E0E90A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Peter, Your statement about transport pilots not having to practice stalls = isn't completely correct. While we don't normally go into a full stall = and don't ever spin, we practice approaches to stalls regularly during = simulator training. During initial training in a new plane, we do full = stals just to see what the plane does. When our stall warning = activates, we follow an established recovery procedure, which is the = same procedure we'd use if we did stall. The whole idea of a stall = warning, driven by AOA (NOT airpseed) is to give us a safety margin to = avoid a full stall. It's been said here and it it's true- flying = airspeed alone WILL NOT guarantee that you won't stall. Believe it or not, there have been instances of airliners that have = stalled and one famous instance of a high altitude, hair raising = departure in a 727 driven by a TWA pilot named Hoot Gibson that may have = actually gone supersonic in the ensuing dive before he recovered the = plane. If we weren't prepared to deal with these things, I don't think = you or anyone else would be very comfortable flying commercially. Skip Slater ------=_NextPart_000_0027_01C216C3.1E0E90A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Peter,
   Your statement about = transport=20 pilots not having to practice stalls isn't completely correct.  = While we=20 don't normally go into a full stall and don't ever spin, we practice = approaches=20 to stalls regularly during simulator training.  During initial = training in=20 a new plane, we do full stals just to see what the plane does.  = When our=20 stall warning activates, we follow an established recovery procedure, = which is=20 the same procedure we'd use if we did stall.  The whole idea of a = stall=20 warning, driven by AOA (NOT airpseed) is to give us a safety margin to = avoid a=20 full stall.  It's been said here and it it's true- flying airspeed = alone=20 WILL NOT guarantee that you won't stall.
   Believe it or not, = there have been=20 instances of airliners that have stalled and one famous instance of a = high=20 altitude, hair raising departure in a 727 driven by a TWA pilot named = Hoot=20 Gibson that may have actually gone supersonic in the ensuing dive before = he=20 recovered the plane.  If we weren't prepared to deal with these = things, I=20 don't think you or anyone else would be very comfortable flying=20 commercially.
   Skip=20 Slater
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