lml@lancaironline.net Mailing List Archive

JACK

My hope is to never need the reduce stall speed or the safe limits that an AOA shows.
   but
      say at 300 altitude with a sudden engine stoppage
   when i need it. i will really need it
    or
at 90 knots in landing configuration. a child runs onto the runway
   when i need it. i will really need it

    it is a little like looking in the cowling for a birds nest; i went 19 years before i saw one that could have started a fire.
were those years of looking wasted?
      no
that day i needed it. i really needed it

to me it is not for the normal situation, it for the unexpected. for the unwanted situation. for the emergency i did not ask for.
(for the moment when my ability to maintain 100 knots is impaired)

peter

To: lml@lancaironline.net
Date: Wed, 5 Jun 2013 14:58:23 -0400
From: jmorgan1023@comcast.net
Subject: [LML] Stall technique

The proper technique for stall demonstration/recovery is ailerons centered and rudder as required to keep the wings level. Using the ailerons at the stall onset aggravates the departure in most airplanes... high performance or not. Proper rudder use and centered ailerons are important for safe stalls and very slow flight in any airplane. When near stall using the rudder to pick up the low wing is mandatory. (Looking forward to the Ercoupe folks chiming in.... he he)

I am intrigued why we care what the stall speed is for a IV. Given that the sink rate is so high anywhere near that speed, it is both a dangerous and useless part of the envelope. Regardless of the choices the pilot has made regarding VG's or AOA's, proper speed management in a IV is mandatory and should remain the primary focus of the pilot.

I understand that adding items that allow us to improperly handle the airplane and get away with it may improve safety but relying on such "fixes" is problematic. Proper training and technique should be the primary focus....especially in high performance Lancair aircraft.

Jack Morgan

On Jun 5, 2013, at 6:00 AM, Lancair Mailing List wrote:

This is consistent with some limited VG experiments Len made on my airplane.
In other words, you still have limited to no aileron authority at the stall.
Len did do some experiments that resulted better characteristics at the stall but higher stall speed.
An interesting question is "Would you rather have more control at a higher stall speed or less control at a lower stall speed?"