Return-Path: Sender: (Marvin Kaye) To: lml@lancaironline.net Date: Fri, 14 May 2004 23:19:53 -0400 Message-ID: X-Original-Return-Path: Received: from rhombus.bright.net ([209.143.0.75] verified) by logan.com (CommuniGate Pro SMTP 4.2b3) with ESMTP id 3233621 for lml@lancaironline.net; Fri, 14 May 2004 23:07:05 -0400 Received: from bright.net (paul-bryn-breeze-122.wireless.bright.net [216.201.20.123] (may be forged)) by rhombus.bright.net (8.12.10/8.12.10) with ESMTP id i4F372r6008490; Fri, 14 May 2004 23:07:05 -0400 (EDT) X-Original-Message-ID: <40A5894F.9030009@bright.net> X-Original-Date: Fri, 14 May 2004 23:06:55 -0400 From: J H Webb User-Agent: Mozilla/5.0 (Windows; U; Windows NT 5.1; en-US; rv:1.4) Gecko/20030624 Netscape/7.1 (ax) X-Accept-Language: en-us, en MIME-Version: 1.0 X-Original-To: daveandjj@yahoo.com, Lancair Mailing List Subject: spins Content-Type: multipart/alternative; boundary="------------020001060508000104090206" This is a multi-part message in MIME format. --------------020001060508000104090206 Content-Type: text/plain; charset=us-ascii; format=flowed Content-Transfer-Encoding: 7bit Dave Why were you exploring spins without a well thought out and installed spin chute? This puts the aircraft and especially you gravely at risk. I have done thousands of stalls in both homebuilt and manufactured aircraft (including many experimental spins in single engine and 219 experimental spins in multiengine aircraft for a manufacturer) and they should be approached very carefully. Recovery should be initiated at the first sign of the stall. Under part 25 (light <12,500 aircraft are certificated under part 23) the stall is identified by loss of control on any axis (roll, yaw, or pitch). The stalls, except for the power on stall requirement under part 23, in the Lancair 320/360 or LIVP/IV can be made to be very satisfactory. A good stall is a combination of good physics and aerodynamics. If both are correct the result is satisfactory. Much more complicated physics and aerodynamics are involved in a spin. If the stall is good it does not follow that the spin will be good and recoverable. I feel that it is very foolhardy to approach unknowns without proper precautions, your approach to the control surfaces and ground prep was good. Why than did you risk the airplane and your life? I have investigated many accidents for the manufacturer and others and unknowns should be approached very carefully. I thought your family was very attractive and although I am not trying to flame you, I recommend care and some thoughts about them. Some aviator said that the J-3 was so easy to fly and safe that it would only just barely kill you. Our airplanes are not cubs. Jack Webb L 360, L IV ATP, CFI Airplanes & Instruments, Multi, & Sea Many Type Ratings Experienced Experimental Test Pilot both multi and single engine Former Chief Engineering Test Pilot for a Major Manufacturer AeroSpace Engineer BSAE Ohio --------------020001060508000104090206 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit Dave
 
    Why were you exploring spins without a well thought out and  installed spin chute?  This puts the aircraft and especially you gravely at risk.  I have done thousands of stalls in both homebuilt and manufactured aircraft (including many experimental spins in single engine and 219 experimental spins in multiengine aircraft for a manufacturer) and they should be approached very carefully.  Recovery should be initiated at the first sign of the stall. Under part 25 (light <12,500 aircraft are certificated under part 23) the stall is identified by loss of control on any axis (roll, yaw, or pitch). The stalls, except for the power on stall requirement under part 23, in the Lancair 320/360 or LIVP/IV can be made to be very satisfactory. A good stall is a combination of good physics and aerodynamics.  If both are correct the result is satisfactory. Much more complicated physics and aerodynamics are involved in a spin. If the stall is good it does not follow that the spin will be good and recoverable. 
    I feel that it is very foolhardy to approach unknowns without proper precautions, your approach to the control surfaces and ground prep was good. Why than did you risk the airplane and your life? I have investigated many accidents for the manufacturer and others and unknowns should be approached very carefully. I thought your family was very attractive and although I am not trying to flame you, I recommend care and some thoughts about them.  Some aviator said that the J-3 was so easy to fly and safe that it would only just barely kill you. Our airplanes are not cubs.

Jack Webb
L 360, L IV
ATP, CFI Airplanes & Instruments, Multi, & Sea
Many Type Ratings
Experienced Experimental Test Pilot both multi and single engine
Former Chief Engineering Test Pilot for a Major Manufacturer
AeroSpace Engineer BSAE
Ohio



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