The amount of wind drop at the stall can depend on how prompt the stall recovery is........a very prompt recovery could result in only 20deg of wing drop with no effort being made to stop the wing drop while holding the aircraft in the stall for even a slightly longer period could produce a significantly larger wing drop.
What is important is that when the controls are applied correctly, the yaw can be stopped.
When making C of A test flights, as well as checking that the figures are correct, a check is made that the aircraft is typical of type and if it is typical to have a wing drop when stalling with significant power and full flap as it is in the C150 then provided that it is easily contained, there is no serious problem with the aircraft. Reporting the direction and magnitude may give the engineers a reason to check the rigging but then again it may not.
Instructors teach stalling and spin awareness so that the unintentional stall can be avoided not so that people can becaome good at stalling the aircraft. Having a nice wind drop could reinforce the teaching that stalls are something to be avoided.
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Mad Jock,
I believe that instructors are perfectly capable of reporting what they believe to be excessive wing drop. They seem well capable of reporting rough running engines despite not being given any specific training in how smooth the engine should run.
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-273,
So over here we use ailerons to roll the aircraft and you say that is unsafe. What safe method to US and Canadian ATPLs use to roll the aircraft 5 degrees towards the operating engine?
Still think that this has nothing to do with the wing drop described.
Regards,
DFC