X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [161.88.255.139] (account marv@lancaironline.net) by logan.com (CommuniGate Pro WebUser 5.0.9) with HTTP id 1141283 for lml@lancaironline.net; Mon, 05 Jun 2006 09:41:47 -0400 From: "Marvin Kaye" Subject: Re: [LML] David Hickman Crash To: lml X-Mailer: CommuniGate Pro WebUser v5.0.9 Date: Mon, 05 Jun 2006 09:41:47 -0400 Message-ID: In-Reply-To: <002a01c68803$3c04ba20$6401a8c0@axs> References: <002a01c68803$3c04ba20$6401a8c0@axs> X-Priority: 3 MIME-Version: 1.0 Content-Type: text/plain; charset="ISO-8859-1"; format="flowed" Content-Transfer-Encoding: 8bit Posted for "terrence o'neill" : Should we be looking only at the stall characteristics of the main wing? Should we not also consider that the stabilizing wing, the horizontal stabilizer-elevator, also stalls? At what angle of attack does the Lancair horizontal tail stall? Would not the unstalling power of the horizontal stabilizer-elevator be reduced at least by half when it stalls too? How can the tail stall be delayed or even prevented, so as to retain for the pilot an ability to unstall his wing promptly? Wouldn't the tail's stall AOA be delayed ujntil high AOAs by reducing it's aspect ratio, and/or it's leading edge's sweepback to an angle greater than 26 degrees? ARe 'airspeeds' useful to highly experienced pilots when the aikrplane is outside the 1G flight envelope? Are AOAs? Terrence O'Neill N211AL L235/320, tail being modified