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Bill Maddox,
Thanks for the excellent straightforward
comments.
We just bought a LNC2,and I've read everything I
could find.
I've done a lot of research on stall-spins, running
my own TC program in 1967-70, and coming to the conclusion that FAA regs are
inadequate for enabling stall-spin avoidance and recovery.
I found that all aircraft need AOAs so pilots can
SEE how close they may fly their wings to its stall AO, as when the situation is
tgense.. The FAA doesn't think AOA is important enough to be a required
instrument.
I found that all airframe configurations need
to RETAIN strong pitch power for about 10 degrees ABOVE stall AOA to enable
quick unstalling of the wing, and the AOA needs to show angle above stall AOA,
so the pilot can unstall quicklly, and just enough nose-down, and not too
much.
I added slots to my horizontal tails (both
stabilizer elevator,a nd later, stabilator) because tuft tests showed that the
horizontail stalled a few degrees above wing-stall, and that greatly reduced the
pilot's ability to de-pitch the wing to unstall. It's the ANGLE
(AOA) the horizontal tail can go to, un stalled, that's importan t -- not
the size of the horizontal tail.
And I designed the vetical tail so the rudder got
clean airflow at high angles... like up to about 35-40-degrees. And had a
hingeline that was angled forward -- so that high-angle airflow was deflected by
it, and wouldn';t just flow up the 'swept' hingeline.
Looking on as a 'lurker' with not Lancair flying
experience yet, I think the company met the FAA regs, but that these regs
are inadequate. Lancair's and any other comments are invited.
Terrence
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