GumpAir wrote:You're not factoring in ground effect when you're short, short, short final.
nmflyguy wrote:GumpAir wrote:You're not factoring in ground effect when you're short, short, short final.
Gump - thanks ... I should have defined "short final" in my question to mean from maybe a half mile out to just above ground effect. Obviously ground effect changes the aerodynamics a lot ... even more so for low wingers.
nmflyguy wrote:..... his airspeed on short final on backcountry airsrips is 60 mph IAS (he's told me the same thing in conversation) ... which is only 3 mph above the Cherokee full flap stall speed (albeit, at full gross weight)......
nmflyguy wrote: One fellow who posts here occasionally, whom I've met and flown with, wrote an article published recently in one of the major aviation mags describing his backcountry flying in a Cherokee where he states his airspeed on short final on backcountry airsrips is 60 mph IAS (he's told me the same thing in conversation) ... which is only 3 mph above the Cherokee full flap stall speed (albeit, at full gross weight).
GumpAir wrote:I don't know of any AOA system for light aircraft that in real world use is worth a shit.
Also, wind shear is pretty much a non event in our light aircraft. Throttle makes up for changes in airspeed more than adequately.
EZFlap wrote:I'll catch hell for this...
You guys are all talking about airspeed which has almost nothing to do with what the airplane feels. Speed is an easy reference but speed is not what stalls the airplane. And the indicators/pitot-static systems (as mentioned) are not really accurate. What would really make more of a difference in that situation is an angle of attack indicator. I understand the US Navy switched to using AOA indicators for carrier approaches and cut their accident rate significantly. There are a few AOA systems (LRI, etc.) available for light aircraft, which reportedly work very well.
The stock stall warning indicator is actually an angle of attack sensor, not an airspeed sensor. If airspeed was really the key to low speed safety, they would have wired the buzzer straight to the pitot tube and saved twenty bucks and half a man-hour at the factory.
Other pilots here may have a lot more hours than I, but consider this: When flying slowly in a light airplane, pay attention to how much the indicated airspeed rises and falls (by itself) on an average climb after takeoff (due to gusts, thermal currents, wind shear, etc.). That is the same amount that your indicated airspeed can rise and fall on a landing approach. So if you're flying 3 or 4 miles an hour over stall, you damn well better be in pretty calm air...
As mentioned, the rules, speeds and angles all change dramatically when you get into ground effect.
GumpAir wrote:Also, wind shear is pretty much a non event in our light aircraft. Throttle makes up for changes in airspeed more than adequately.
Like others have said here. Know/Feel your airplane. I happen to know a fella who has flown more than one light airplane VFR.... over great distances and into various situations without a functioning airspeed indicator. He told me that it was no big deal.
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