I love all this, this is better than a night down at the pub!
the original question was how bad should a wing drop be before a pilot reports it. how about show me 10 pilots and i will show you 10 different interpretations of how bad the wing drop was.
there is quite a lot of duff info on these posts
the thread seems to have gone onto recovery action. so here is a question for all of you to think about. is an a/c in a spin stalled? if you belive it is stalled how many of you would like to change your statement of, stall recovery always starts with FULL POWER.
Can i suggest those of you that believe that the first thing you do is select full power never accidentally stall at low level with a low nose attitude
when discussing stall recovery the mistake that most instructors and all students make is the failure to mention C of G. Not one post here mentions C of G yet it is the one factor that can turn a docile a/c into a lethal macine from which you could be in a position from which you could never recover from a stall or spin.
for anybody who is not convinced can i suggest you stall and spin a cherokee with a front seat passenger and then try it with 4 heavy male passengers on board (but dont do it until i give you the recovery technique in my next post)
no one has mentioned degree of stall, how for instance would you explain control surafce stall(no one has mentioned wing wash out either)
there are some crackers here
Unexpected wing drop at point of stall can usually be traced to mis-rigging.THIS IS A DANGEROUS STATEMENT how on earth did you come up with that?
wing drop at the stall is caused by one wing TIP stalling before the other and can be caused by a variety of reasons how about a big dose of hangar rash on the outboard leading edge of one wing for just one instance
several respondents mention using aileron at the stall. FAA certification requires wing drop in certain configurations to be shown to be capable of being picked up with AILERON. i wonder if some of you have actuall fully stalled a modern a/c. birch and bramson by the way was written for tiger moth pilots,
THIS IS MY FAVOURITE
A factor of most high wing types like the Cessna is that the flap when lowered lowers into the propellor wash ( which is predominately portside) deflecting this turbilent air outwards causing an early wing tip stall and making the port alieron stall without it reaching it's critical angle. Any addition of aileron will in this condition agravate causing a rapid increase in yaw followed by a rapid increase in the angle of bank beyond the flight test initial 20 degrees.
COMPLETEY WRONG esp making the port aileron stall without it reaching its critical angle thats if you undrstand what that means
PICKING UP A WING
the hallmark of someone who knows very little about practical stall recovery. Why do you need to pick the wing up, yes it can be done but why would you want to cause adverse aileron drag and aileron drag at or around the point of stall, why would you want to use the rudder which produces yaw at or around the point of stall. again why does everyone feel you have to return the a/c to straight and level after a stall, the object is actualy to regain control with the minimum height loss(something else mentioned by no one)
the inspector who said to expect to loose 500 ft in a c150 recovery must have been in the pub beforehand!
HERES ANOTHER
Perhaps the acid test of such aircraft is would you be perfectly happy to send a student on their first solo, knowing the aircraft possessed a savage wing drop at the stall?
the phantom had such a violent wing drop at the stall which you wouldnt belive so much so that all students were told never to make any rearward pressure after going over the threshold merely to let it hit the deck with power on.
by the way the bigest danger to students from stalling in c150/52s is the go around with full flap not the landing!
HERES ANOTHER
and you won't enter a spin unless the wing does stall which depends on how close the stall speed and Vmc are.
WRONG that should read" unless the wing TIP on one wing stalls before the other."
HOMEGUARD
But, that no way infers that the use of ailerons at the stall is the correct action for recovery. It is an airworthiness control assessment only.
WRONG some manufaucturers advise the use of aileron at the stall(check out some handbooks) who knows more about the a/c you or the manufacturer. when you get to court you will find the prosecution barrister will be quoting from the pilots notes not your opinion!
just to conclude you need to determine if you are teaching stall recovery on type or for all a/c there is a difference esp on spinning. thats why a lot of peole spun in on chipmunks and travellers who had been taught spin recovery on c150s.