George,
The ATSB preliminary report with regards to the wreckage examination states that,
The aircraft was transported to secure facilities for further examination. Initial examination of the aircraft wreckage indicated:
- the flaps were in the ‘climb’ position of 15 ± 1 degrees
Are you saying that the flap lever should have been left in the down position to so that the pilot could have increased flap from the 'climb' position to prevent or recover from the turning stall?
As an experienced ag operator (I presume on type), your comments lend an important insight into the handling characteristics and procedures that should be used on the DH-2.
Please feel free to expand your comments on handling methods taught and learned from your experience.
For example how often and much flap was required for low altitude turns during ag operations?
Was flap used for all low altitude turns? Could flap be used to recover from incipient turning stalls?
Thanks for your input.