who decides what the standard stall recovery is. it seems to me that a lot of you are talking about your own experiences or how you were taught. do you take that as gospel. it seems quite a lot of you should review how you teach stalling and how you explain it.
lets take birch and bransons book for instance, this was written by wartime pilots for british a/c , good in its
day training has moved on considerably. i banned this book from my school 25 years ago because it was not upto date so i am suprised to see somone quoting it now.(quite embarrasing i might add because neville birch was a member)
there are several missing pieces to all of your explanations and quite a lot of knowledge gaps.
no one for instance mentioned c of g or weight. no one mentioned degree of stall, in fact no one tried to even define a stall. you all blindly assume that every stall is the same. its not so.
before you can talk about recovery you need to know something about how you got there and the handling characteristics of THE PARTICULAR a/c you are flying.
the first consideration when flying any aircraft is to read the flying manual or approved document. any a/c that has a c of a in this country has a CAA approved manual/ document. this is the first place to find out about the stall spin characteristics of the a/c. i mean why kill yourself in the a/c trying to find out about all this when the manufacturers test pilot has very kindly been there and got the tee shirt. you will also find the manufacturers test pilot has much more experience than you have. the other reason for going here first if you are a proffesional is when you have seriously injured your student in a stall related accident you had better hope than your stall recovery tecnique matches the one the prosecution barrister has in the handling notes!
there are so many holes in all of the above threads i hardly know where to start!
standard recovery FULL POWER; really. if you fell out of the bottom of a loop at 200 feet you would really recover with full power. i would have a re-think there. an a/c in a spin is in a stalled state so again you would recover with full power first,would you, i dont think so.
before you start talking about blindly appying full power as standard recovery ask yourself what you are trying to achieve by recovering from the stall(again not mentioned) how many real stalls are a result of poorly executed aerobatics or configuration or attitude changes at low level. NOTE low level. reducing HEIGHT LOSS must be a major consideration.
not mentioned at all is the degree of stall. is the wing fully stalled along its length or is it partially stalled. or the difference between being in a stall 1 degree above critical incidence and 10 degrees above critical incidence can change the stalling characteristics markedly. years ago many instructors used to say certain a/c didnt actuall stall they just wallowed,rally commander, cherokee for instance. what they actuall meant was at the c of g that
they stalled them at, at the weight they stalled them at, and at the slow change of incidence they brought them into the stall the a/c demonstrated the abillity to still have contol function with full up elevator without the nose pitching excessively down and staying down
amyone who has done a walk round on a high winged cessna surely must have noticed the washout towards the wing tips which INCLUDES THE AILERON. this is why correct aileron control will still be available at certain stall entries in certain configurations. (this a/c
is atually certified to have aileron respose at the power off stall).
the chap that gave the explanation about why the wing drops at the stall using propwash over the flaps needs to do some serious revision on elementary aerodynamics.
when you put flap down you are changing Cl over that part of the wing the flaps affect. you have in fact two different wings on the a/c.an inboard high lift section and an otboard standard section. on a cessna you have two other high lift considerations the slots above the flaps nd the sheer size of the flap in relation to wing area. what this results in is an inboard wing section that will remain unstalled with a normal approach into the stall. there will be a wing drop because the tip must stall first,whichever one goes first goes first. the large wing drop is due to the very large change in Cl across the breadth of the wing coupled to the unstalling of opposite tip.
i could go on and on but my wife dosnt like me being on here!