Date: Mon, 8 Oct 2001 22:24:58 -0400
From: Marvin Kaye <74740.231@compuserve.com>
Subject: Spins
Sender: Marvin Kaye <74740.231@compuserve.com>
To: Lancair Mail List <lancair.list@olsusa.com>
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Date:  08-Oct-01 08:20:02  MsgID: 879-59362  ToID: 74740,231
From:  "Charles Kohler" >INTERNET:ckohler1@cfl.rr.com
Subj:  Spins
 
During a checkout in a Lancair IVP, we were doing the "clean" approach to
stalls at 8500 feet.  This particular airplane did not have a pronounced
warning prior to stall.
The airplane was being held at altitude, airspeed was approximately 75
knots, and back pressure was released--and then noticing altitude was
slipping, back pressure was re-applied to hold altitude.  (A classic
secondary stall)
The airplane felt like it had been hit by a truck.  Right wing dropped,
left
wing flew over the top. Full right rudder and full nose down elevator
resulted in nose down (vertical).  The airplane spun to the right -- in my
best estimation, three turns per second.
 In my flying career, I have spun many smaller airplanes. I taught
aerobatics in T-34's. This spin was tighter than any I've had.
And I alternated rudder, aileron with no recognizable affect. Airspeed
accelerated to approximately 230 IAS. The airplane slowed rotation and
pulled out at approximately 2500 feet. Only damage was to egos and split
leading-edge of the wing farings.
 Questions still remain.  Why didn't opposite rudder accelerate the right
wing and get it flying? Was the rudder blanked out by my aggressive forward
elevator, to keep the nose low? Which is better?
Solution: don't (full) stall the airplane!
Solution: have plenty of warning when the airplane is nearing stall.  P.S.
this is not a fixed airspeed indication!
Solution: Stall Strips. I've found quarter inch triangles mounted 18 inches
outboard/ 12 inches long, give a appx. five knot warning.
(They do not affect the stall speed itself)
Solution: AOA indicator, installed-calibrated-and used properly.
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