Return-Path: <marv@lancaironline.net> Sender: <marv@lancaironline.net> (Marvin Kaye) To: lml Date: Sun, 30 Jun 2002 16:43:27 -0400 Message-ID: <redirect-1530375@logan.com> X-Original-Return-Path: <glcasey@adelphia.net> Received: from smtprelay3.dc3.adelphia.net ([24.50.78.6] verified) by logan.com (CommuniGate Pro SMTP 4.0b4) with ESMTP id 1530298 for lml@lancaironline.net; Sun, 30 Jun 2002 14:05:20 -0400 Received: from worldwinds ([207.175.254.66]) by smtprelay3.dc3.adelphia.net (Netscape Messaging Server 4.15) with SMTP id GYJ68P01.C07 for <lml@lancaironline.net>; Sun, 30 Jun 2002 14:05:13 -0400 From: "Gary Casey" <glcasey@adelphia.net> X-Original-To: "lancair list" <lml@lancaironline.net> Subject: spins X-Original-Date: Sun, 30 Jun 2002 11:04:28 -0700 X-Original-Message-ID: <NEBBIBKBKLGPNKKOGMMBAEIKEIAB.glcasey@adelphia.net> MIME-Version: 1.0 Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: 7bit X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook IMO, Build 9.0.2416 (9.0.2910.0) X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2600.0000 Importance: Normal <<I'm willing to contribute to a fund for Legacy spin testing. I think there are already over 100 Legacy builders -- if everyone pitched in $500 that's over $50K...>> Okay, how about the ES? $500 would be cheap to obtain the knowledge about spin recovery capability and techniques. I would think that the factory would know about this one, as I have heard that the potential expense of being able to certify recovery prompted the change in airfoil - after the spin chute had to be deployed once. Just a story, or is there real data on the behavior? Gary Casey ES project ps: I have no direct experience, but in the past I have talked separately to A-7 and T-38 instructors. They both said that the standard turn rate in the pattern was 60 degrees and 2 G's. The problem they had with students was that it was hard to convince them of the huge increase in drag during these low speed, "high" turns that required almost full power to maintain altitude. Here is a mach-1 aircraft that almost can't maintain altitude at full power... I wonder if the same thing is true of some of the accident scenarios of our high-performance planes. During a dirty, low speed high bank-angle turn it would seem you have 3 options - increase the power a lot, lose altitude fast, or lose airspeed really fast. Most of us are probably running quite low power in the pattern as we are slowing down and losing altitude at the same time. Throw in an unexpected high bank-angle turn and things change fast for the worse. Just a thought.