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for ultralight aircraft, and one of them should be installed. You will find that the FP-101 stalls at approximately 24 m.p.h. power off, and 26 m.p.h. power on. The exact number is not vital, but find out early on at what indicated airspeed your FP-101 stalls and make careful note of the speed.

Because of the type of airfoil used, the FP-101 stalls straight ahead, wings level, and does not buffett or break nose down as do some aircraft. If held in a stalled attitude, the FP-101 merely mushes straight ahead. Aileron response in this condition is sluggish as is elevator response. Rudder response is very good through out the entire stall maneuver. Recovery is made convent- ionally by lowering the nose slightly below the horizon to regain flying speed. Recovery can be effected with or without the addition of power. The FP-101 does not exibit any tendency to want to spin out of any stall attitude. A word of caution here!! The fact that the FP-101 does nothing violent in a stall condition should not be interpreted as reason to ignore the stall!! What does occur at the stall is a very high sink rate with very little forward motion over the ground. Allowing the aircraft to contact the ground in this condition will result in, at best, a hard landing.

This aircraft should be flown, therefore, using the tried and true method of determining minimum control speed. i.e. 1-1/2 x stall speed or if your aircraft stalls at 26 mp.h. indicated, do not attempt to fly or maneuver it at less than 40 m.p.h. indicated. Also you should bear in mind that the stall speed increases in direct proportion to the angle of bank. Donít slow the aircraft down and then attempt steep turns at low altitudes, this in inviting disaster in any aircraft, including the FP-101!!

Engine Out Procedure:
In the event of a power loss on take-off, your first consideration should be to establish the glide (i.e. 1-1/2 x indicated stall speed). Do not attempt to turn more than a few degrees from the original heading. If a turn is absolutely imperative to avoid striking an object head on, it should be made with rudder only, wings as level as possible, and very gently, at all times keeping your speed up. Keep in mind that a steep bank increases stall speed, so land straight ahead, flare normally at touch down and you will keep damage to a minimum. A power loss at altitude is handled in much the same manner except that you have more time to plan. Remember, if the engine quits, you only have two reliable friends left, one being altitude, and the other airspeed. Use both wisely! Your first consideration if you lose power at altitude should be to establish the glide 1-1/2" x indicated stall speed). The FP-101 will carry you approximately 9 feet forward per foot of altitude loss at this speed. Anything slower will result in a very rapid descent. Once the glide is established, turn your attention to where you will land. Donít worry about why the engine quit now - Fly the Airplane!! Pick the spot where you will land , spiral down over it, if altitude permits, roll out of the spiral in the normal manner, always keeping your airspeed at 1-1/2 x stall speed. Keep your speed up down final and do not bleed it off until you are ready to flare for landing. Do not change your mind ! Once you have decided where you will land,