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Approach to stall is not Stall.
In a message dated 6/19/2011 6:56:35 P.M. Central Daylight Time,
hjjohnson@sasktel.net writes:
Grayhawk, I've got my own opinion of topic but it's been beat enough that I
heard PETA is looking into this 'dead horse'.. I will correct one thing
however, in the high performance world you still have to demonstrate approach
to stall and recovery. I'm flying a Corporate Jet A burner and have done
approach to stalls in the Sim AND the actualy a/c. Infact I have to do
it every 6months.
Fwiw
Jarrett Johnson
----- Original Message -----
From: Sky2high@aol.com
Date: Sunday, June 19, 2011 9:30 am
Subject: [LML] Re: Fw: [LML] Re: Stall Speeds, Wing Cuffs,
Vortex Generators for Lanca...
> Wolfgang, > > It is not disturbing. Lancairs
demand respect. High performance > sometimes requires a
tradeoff in low speed controlability. Every > amateur built
has > different flight characteristics (actually spam cans may
differ > somewhat > also). High performance jets
don't require stall training > either. > >
Stalls should be avoided because slick airplanes speed response is >
very > quick. These airplanes generally don't stall in
cruise - only in > the slow > flight regime around the
stinking airport. Why drag these in > during approach
> and close to stall when turbulence, microbursts or sudden wind
> shifts > (shear) leave you in the lurch. If it goes
wrong, it goes wrong > very fast. It > is the
uninformed pilot that can lose control because of slow > speed
> maneuvering that has led the way to distressing accident stats.
> > It is always interesting to look at the speed range of
standard > aircraft. > Most span cans have a minimal
range. Lancairs and their ilk have > a rather >
broad range (max cruise to landing) and, as such, require >
compromises. I > like to fly at max speeds and am willing to
respect the > limitations at > lower speeds. This
ain't no Cub (or LSA). > > Grayhawk > > In a
message dated 6/18/2011 7:34:40 P.M. Central Daylight Time, >
Wolfgang@MiCom.net writes: > > Is it just me or does anyone else
find it just a bit disturbing > that the > Lancairs have
such "fearsome" stall characteristics ? > > Wolfgang >
> > ----- Original Message ----- > From:
_Sky2high@aol.com_ (Sky2high@aol.com) > To:
_lml@lancaironline.net_ (lml@lancaironline.net) > Sent: Friday,
June 17, 2011 1:46 PM > Subject: Re: [LML] Re: Stall
Speeds, Wing Cuffs, Vortex > Generators for > Lancair 4p
> > > Bruce, > > Au contraire, mon
ami...... > > The Advanced Systems AOA does not require stalling
the aircraft. > Read for > theory and calibration:
> _http://www.advanced-flight- >
systems.com/Support/AOAsupport/AOA%20Manual%20rev4.pdf_ >
(http://www.advanced-flight- >
systems.com/Support/AOAsupport/AOA%20Manual%20rev4.pdf) > >
Grayhawk > > > In a message dated 6/17/2011 12:07:47 P.M.
Central Daylight Time, > _BGray@glasair.org_ (BGray@glasair.org)
writes: > > > Every single AOA I know of requires
you to stall the aircraft to > calibrate > the AOA.
> > Bruce > WWW.Glasair.org >
-----Original Message----- > From: Lancair Mailing List
[lml@lancaironline.net] On Behalf Of > Bob > Rickard >
Sent: Thursday, June 16, 2011 3:24 PM > To:
lml@lancaironline.net > Subject: [LML] Re: Stall Speeds, Wing
Cuffs, Vortex Generators > for Lancair > 4p > >
One of the main reasons all of us IV-P owners have a hell of a >
time > getting insurance for our airplanes is because too many
guys > "explored" the stall > characteristics of their airplane
(and for many it was their last > flight). > I fly another
airplane that can fly comfortably at 60 degrees > AOA, and
> have a good bit of time as an operational test pilot, but I will
> never stall > my IV-P intentionally. Or even get
close. Like Colyn and John, > I'm 120 on > downwind,
110 at the base turn and 100 on final until the runway > is
> assured. Unless we fly the pattern at 8000 feet AGL,
a stall > will probably be > fatal for any of us.
Please don't be the next one to prove this > point ! >
> > > Bob Rickard > > > >
> > > > > > > >
> >
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