X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 29 Jun 2011 15:49:43 -0400 Message-ID: X-Original-Return-Path: Received: from [205.186.160.203] (HELO server.rmcginc.com) by logan.com (CommuniGate Pro SMTP 5.4.0) with ESMTPS id 5037286 for lml@lancaironline.net; Wed, 29 Jun 2011 13:59:19 -0400 Received-SPF: none receiver=logan.com; client-ip=205.186.160.203; envelope-from=r.rickard@rcginc-us.com Received: (qmail 1349 invoked from network); 29 Jun 2011 10:58:42 -0700 Received: from 24-107-105-58.dhcp.stls.mo.charter.com (HELO ?192.168.1.155?) (24.107.105.58) by rmcomserver.com with SMTP; 29 Jun 2011 10:58:42 -0700 Subject: Re: [LML] Fin References: From: Bob Rickard Content-Type: text/plain; charset=us-ascii X-Mailer: iPad Mail (8J3) In-Reply-To: X-Original-Message-Id: X-Original-Date: Wed, 29 Jun 2011 12:58:41 -0500 X-Original-To: Lancair Mailing List Content-Transfer-Encoding: quoted-printable Mime-Version: 1.0 (iPad Mail 8J3) Giff -=20 If you want the complete story on the accidents and the "why" for each, cont= act Jeff Edwards. He has a complete database ( as part of his profession ) o= f the accidents. I have had recur training with him and the complete story l= eads to an understanding of the numbers and what we can do about it. In tho= se discussions, the need to look at the training and procedures ( not the ai= rframe) is very evident. If you stall your IV-P in the pattern, your gonna h= it the ground no matter how big the rudder is.... Having said that, the cha= nges you made for CG seem to be a good idea, a lot of people have done every= thing they can to move the CG forward. The fact that we have organizations like LOBO and HPAT, and that we are talk= ing about these issues in forums like LML is a great thing, and makes us all= safer. A lot of those early accidents didn't have the advantage that we do= now... Good luck! Bob R On Jun 29, 2011, at 10:26 AM, Giffen Marr wrote: > Before I started to build my IV-P, I reviewed the accident history of the I= V.What I found was a significant number of stall spin accidents in the IV. W= hy a higher rate then other aircraft? =46rom my analysis, I felt there were t= wo reasons, one,the aircraft tended to have an aft CG, and two, the tail bec= ame blanketed in the spin, causing difficulty in recovery. My un-flown solut= ion was to move as much weight forward as I could, add stall strips, add the= ventral fin and add about 48 square inches of area to the rudder trailing e= dge. You must also remember that when you retract the gear, the cg moves aft= about 2 inches. With an aft CG, the aircraft will tend to go flat in the sp= in, which makes recovery difficult. >=20 > Giff Marr > N229GM > 1st engine run before AirVenture. > -- > For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.htm= l