REFLECTOR: MODIFICATIONS

[Douglas Holub]

I think that is why they installed the weight track (200 lbs. that could
move between the canard bulkhead and the firewall), but I am not aware that
it was ever used to recover from a deep stall. Maybe I don't have all the
facts. The May 1991 newsletter describes the experiments. The test pilot was
able to induce a deep stall at c.g. = 118.5", but he recovered with full
power and full up elevator without having to move the weight.

After reading that newsletter again, I've decided to add the leading edge
cuffs to my wings. It's not going to slow the plane down that much, and with
the cuffs they were never able to induce a deep stall all the way back to
c.g. = 121". I wish they didn't look so funky.

Doug
----- Original Message -----
From: "Scott Derrick" <scott at tnstaafl.net>
To: "Velocity Aircraft Owners and Builders list" <reflector at tvbf.org>
Sent: Tuesday, January 04, 2005 12:09 PM
Subject: Re: REFLECTOR: MODIFICATIONS


> Yes,  this was Maher's test pilot in Big Orange.
>
> After the experiance you mentioned, Danny installed the weight shift track
> so they could deep stall the aircraft and then move the CG back to a
> forward position by cranking it forward, and then fly out of the stall.
>
> Scott
>
>
> > Sounds good, but I can't help thinking about that test pilot who (after
> > many
> > attempts) was able to put the Velocity into a deep stall, and then
> > couldn't
> > undo it, even after adjusting the cg by climbing out on to the nose of
the
> > aircraft. Here's the account from the April 1989 newsletter:
> >
> > "On March 30, while participating in aggravated stall maneuvers, the
test
> > pilot encountered a deep stall which resulted in 0 knots forward
airspeed,
> > and a descent rate of 1300 - 1500 fpm. This was approximately the 37th
> > stall
> > attempted at this CG and configuration. Starting at 9000 feet, the pilot
> > attempted to maneuver the aircraft out of the stall, but with no
success.
> > Rudders and elevators were ineffective, while ailerons could induce
> > approximately a 40 degree bank, resulting in an increased sink rate.
Power
> > settings had no effect at all. We theorized that the propeller had
stalled
> > as well. At 5000', the pilot decided to bail out. He opened the door and
> > stood up in the aircraft, and realized that there was no wind, thus
> > confirming that the aircraft had no forward airspeed. He then leaned
over
> > the windshield, far enought to reach the canard, in an attempt to shift
> > the
> > CG, but to no avail. He then decided to ride it out, and returned to his
> > seat in the Velocity. After strapping himself in, he rode the aircraft
> > down
> > into the ocean.
> >
> > The test pilot is extremely competent and experienced, and thus I have
to
> > believe him when he says that there was no recovery method at this CG
and
> > configuration."
> >
> >
> > ----- Original Message -----
> > From: "Scott Derrick" <scott at tnstaafl.net>
> > To: "Velocity Aircraft Owners and Builders list" <reflector at tvbf.org>
> > Sent: Monday, January 03, 2005 2:54 PM
> > Subject: Re: REFLECTOR: MODIFICATIONS
> >
> >
> >>
> >> >OH, and number 0, don't get into the situation where a flat stall can
> > occur.
> >> >I see too many people fly too close to limits, just above stall speed
> > when
> >> >in the pattern, and just practicing stalls.  Sort of practicing
walking
> > on a
> >> >high wire.  You can learn how to do it but WHY????
> >>
> >> Actually the setup I described is so you can deep stall the airplane
and
> >> then unstall it by shifting the CG back forward.
> >>
> >> Scott
> >>
> >> "Those who sacrifice freedom to get security, deserve neither."
> >> - Benjamin Franklin
> >>
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