X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 22 Oct 2013 11:16:53 -0400 Message-ID: X-Original-Return-Path: Received: from mail-ye0-f171.google.com ([209.85.213.171] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTPS id 6550521 for lml@lancaironline.net; Tue, 22 Oct 2013 10:33:49 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.213.171; envelope-from=gws37@plantationcable.net Received: by mail-ye0-f171.google.com with SMTP id l5so1969548yen.2 for ; Tue, 22 Oct 2013 07:33:14 -0700 (PDT) X-Google-DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=1e100.net; s=20130820; h=x-gm-message-state:message-id:from:to:references:subject:date :mime-version:content-type; bh=RPD/WF2SjFxBw6NGZcQB9Uf7A35qsbfhNlbtT+EpwRQ=; b=KKek1GZNzkfh7LYCzvwngfjdr8Vj3Pl2ps04G+y4PaVgHgZ9wQ7LUObmdrHeHLpC9H 5d/i78p8BVEyqMOg9m/UVQtpOd3gESb/2+81qKt1jPk52Ni5C4lNJHI9H9LRgMMJTcaV 9ytlS5CU7embH1nsmlagQfzWzVmAkHBR3sHwT+3pRwFAUiC0uGN74Xn9nq8Rnzbbawkd Lh+sscgus9CDVMZb7FfskAIz5REO8CzFLot9gV9AAU4GLjVa0nIP38H+TBbzJnhhs/94 5uQ7aRBZ5bhWuT1FqfjKhG//H43Y2CLqt5uNMHxea7MtYygCSssHCHQ6/Jfju3w4QIKB TBrg== X-Gm-Message-State: ALoCoQlKz1MPCN8ByE39DNHKHnJYwWenGteE7LfPMjmrTQhKUap0eIE8qbkvaKPXDpUyC168qTkW X-Received: by 10.236.83.143 with SMTP id q15mr8624751yhe.49.1382452394687; Tue, 22 Oct 2013 07:33:14 -0700 (PDT) X-Original-Return-Path: Received: from d5100 ([108.175.196.233]) by mx.google.com with ESMTPSA id s4sm36281355yhs.14.2013.10.22.07.33.13 for (version=TLSv1 cipher=RC4-SHA bits=128/128); Tue, 22 Oct 2013 07:33:13 -0700 (PDT) X-Original-Message-ID: From: "George Shattuck" X-Original-To: "Lancair Mailing List" References: Subject: Stall speeds for LNC2 X-Original-Date: Tue, 22 Oct 2013 10:32:48 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0054_01CECF12.0D8D7B60" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.5931 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.6157 This is a multi-part message in MIME format. ------=_NextPart_000_0054_01CECF12.0D8D7B60 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Over the years I have made it a practice to turn base with half flap and = 100 kts. or so, then turning final at roughly 90 to 95 kts. When I have = the runway made down comes full flap, ease the power and start the flair = so that at 1/8 inch off the runway the airplane stops flying and squeeks = on. My stall speed with gear and half flap is in the low 60's but I = don't like to get near that speed. I suppose it is my old Navy habits = but I keep it close in on the downwind and base. There is no sense to = being wide abeam and strung out on a long final. On take off I keep the nose down and cleaned up I'm near 135 to 140 kts = by the end of the runway (5000"), the up and off I go. George Shattuck LNC2, 1500+ hrs. small tail, 1989 kit ----- Original Message -----=20 From: Keith Smith=20 To: lml@lancaironline.net=20 Sent: Monday, October 21, 2013 3:27 PM Subject: Re: [LML] Re: Stall speeds for LNC2 The only stall speed I know for my airplane is 61kias in the landing = config, power off. That's the only stall I've performed or intended to = perform. Not sure why mine is 6-7kts lower than yours, unless you're = using KCAS? Small tail, 40 flaps here. Keith On Mon, Oct 21, 2013 at 12:56 PM, wrote: Randy, Interesting. In the pattern, level, lo pwr and dirty, 1.3 x 61=3D79 KIAS. A 30 = degree banked turn raises the stall speed about 4 kts. Not much of a = margin if operating at or below 85 KIAS. Engine failure on take off after flaps and gear cleaned up - level = flight - 1.3 x 72 =3D 93 and a 30 degree turn raises that to 98 KIAS. I = think that's why I liked to climb out at an excess of 130 KIAS. Scott In a message dated 10/21/2013 11:34:57 A.M. Central Daylight Time, = marv@lancair.net writes: Posted for "Randy Hartman" : >Fellow 360 drivers, >=20 >=20 >=20 > I have over 500 hours on my Lancair 360 (N360DE) now and just = recently did > my first stalls. (I know, I know, I should have done them a long = time ago, > but...) >=20 >=20 >=20 > Here are the numbers: >=20 >=20 >=20 > Altitude =3D 8,500, OAT =3D 65 DF >=20 >=20 >=20 > Clean >=20 > Power OFF 72 Kts (right = wing > drooping, left wing fall off) >=20 > Power ON (13" MAP) 69.5 Kts (slight = break/buffet) >=20 >=20 >=20 > Dirty (full flaps, gear down) >=20 > Power OFF 67.8 Kts = (slight > break/buffet) >=20 > Power ON (13" MAP) 60.8 Kts (slight = break/buffet) >=20 >=20 >=20 > Because of my own personal respect for, and healthy fear of, the = airplane > and the unknown results of stalls in this airplane, I approached = the stall > speeds very slowly and deliberately, taking care to keep the = ball centered. > The numbers taken were at the first, slightest feel of a stall. = I have it > all on video. >=20 >=20 >=20 > I am wondering what others have experienced. Are these numbers = unusual? > High, low, etc.? >=20 >=20 >=20 > Points of interest regarding N360DE: >=20 > . The tail is neither "large" or "small". It is a = one-off > modification that is a little larger than the original. = (Designed and built > by Chuck Brenner prior to my ownership.) >=20 > . The flaps are non-standard for the 360. They are = hinged below the > bottom surface of the wing on three pivot points about 1.25" = below. (Also > designed and built by Chuck Brenner prior to my ownership.) >=20 > . Cowling has no lower bulge for the RSA. The RSA is = mounted on the > front of the oil pan. (Cowlings by Chuck Brenner.) >=20 > . I have 10" stall strips installed on the leading edge = of the wings > about 12" from the side of the fuselage. >=20 > . When trimmed up, she flies extraordinarily stable, the = faster the > more stable >=20 > . Very responsive in pitch, which I believe is normal = for the 360 - > but I have not flown in any other 360/320/235 =20 >=20 >=20 >=20 > Randy Hartman >=20 > Alpha Omega Aircrafters >=20 > (319) 360-9775 >=20 >=20 >=20 -- For archives and unsub = http://mail.lancaironline.net:81/lists/lml/List.html ------=_NextPart_000_0054_01CECF12.0D8D7B60 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Over the years I have made it a = practice to turn=20 base with half flap and 100 kts. or so, then turning final at = roughly 90 to=20 95 kts.  When I have the runway made down comes full flap, ease the = power=20 and start the flair so that at 1/8 inch off the runway the airplane = stops flying=20 and squeeks on.  My stall speed with gear and half flap is in the = low 60's=20 but I don't like to get near that speed.  I suppose it is my old = Navy=20 habits but I keep it close in on the downwind and base.  There is = no sense=20 to being wide abeam and strung out on a long final.
 
On take off I keep the nose down and = cleaned up I'm=20 near 135 to 140 kts by the end of the runway (5000"), the up and off I=20 go.
 
George Shattuck
LNC2, 1500+ hrs. small tail, 1989 = kit
 
----- Original Message -----
From:=20 Keith=20 Smith
Sent: Monday, October 21, 2013 = 3:27=20 PM
Subject: Re: [LML] Re: Stall = speeds for=20 LNC2

The only stall speed I know for my airplane is 61kias = in the=20 landing config, power off. That's the only stall I've performed or = intended to=20 perform. Not sure why mine is 6-7kts lower than yours, unless you're = using=20 KCAS?

Small tail, 40 flaps here.

Keith


On Mon, Oct 21, 2013 at 12:56 PM, <Sky2high@aol.com>=20 wrote:
Randy,
 
Interesting.
 
In the pattern, level, lo pwr and dirty, 1.3 x = 61=3D79=20 KIAS.  A 30 degree banked turn raises the stall speed about 4=20 kts.  Not much of a margin if operating at or below 85 = KIAS.
 
Engine failure on take off after flaps and gear cleaned up - = level=20 flight - 1.3 x 72 =3D 93 and a 30 degree turn raises that to 98 = KIAS.  I=20 think that's why I liked to climb out at an excess of 130 = KIAS.
 
Scott
 
 
In a message dated 10/21/2013 11:34:57 A.M. Central Daylight = Time, marv@lancair.net=20 writes:
Posted for "Randy Hartman" <randy@aoaircrafters.com>:

>Fellow= =20 360 drivers,
>
>
>
> I have over 500 = hours on=20 my Lancair 360 (N360DE) now and just recently did
> my first = stalls.=20 (I know, I know, I should have done them a long time ago,
>=20 but...)
>
>
>
> Here are the = numbers:
>=20
>
>
> Altitude =3D 8,500, OAT =3D 65 = DF
>
>=20
>
> Clean
>=20
>        Power=20 = OFF           &nbs= p;            = ;          72=20 Kts  (right wing
> drooping, left wing fall = off)
>=20
>        Power ON = (13"=20 = MAP)           &nb= sp;  =20 69.5 Kts (slight break/buffet)
>
>
>
> = Dirty=20 (full flaps, gear down)
>=20
>        Power=20 = OFF           &nbs= p;            = ;          67.8=20 Kts (slight
> break/buffet)
>=20
>        Power ON = (13"=20 = MAP)           &nb= sp;  =20 60.8 Kts (slight break/buffet)
>
>
>
> = Because=20 of my own personal respect for, and healthy fear of, the = airplane
>=20 and the unknown results of stalls in this airplane, I approached = the=20 stall
> speeds very slowly and deliberately, taking care to = keep the=20 ball centered.
> The numbers taken were at the first, = slightest feel=20 of a stall.  I have it
> all on video.
> =
>=20
>
> I am wondering what others have=20 experienced.  Are these numbers unusual?
> High, = low,=20 etc.?
>
>
>
> Points of interest = regarding=20 N360DE:
>
> = .        =20 The tail is neither "large" or "small".  It is a = one-off
>=20 modification that is a little larger than the=20 original.  (Designed and built
> by Chuck Brenner = prior to=20 my ownership.)
>
>=20 .         The flaps are=20 non-standard for the 360.  They are hinged below = the
>=20 bottom surface of the wing on three pivot points about 1.25" = below.=20 (Also
> designed and built by Chuck Brenner prior to my=20 ownership.)
>
>=20 .         Cowling has no = lower=20 bulge for the RSA.  The RSA is mounted on the
> = front of=20 the oil pan. (Cowlings by Chuck Brenner.)
>
>=20 .         I have 10" stall = strips=20 installed on the leading edge of the wings
> about 12" from = the side=20 of the fuselage.
>
>=20 .         When trimmed up, = she=20 flies extraordinarily stable, the faster the
> more = stable
>=20
> .         Very = responsive=20 in pitch, which I believe is normal for the 360 -
> but I = have not=20 flown in any other 360/320/235  
>
> =
>=20
> Randy Hartman
>
> Alpha Omega = Aircrafters
>=20
> (319) 360-9775
>
>
>=20



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