dropping out of the bottom of a loop, isnt that self explanatory!
"dishing out of a roll",
sorry when i did aerobatics all this was common language. also seems common sense
mind u these days it seems everyone is frightened to even spin a/c!
i have just taken this off my previous post
"when you have a very low nose attitude the selection of full power increses height loss. not to be advised if you fall out of the bottom of a loop when close to the ground."
perhaps instead of trying to make snide remarks (another hallmark of a poor instructor)you should just read the posts
"pitch to fix" explanation to chinese and vietenese
no sorry i would prefer my explanation. "move the cc forward until flying control is fully regained" (that works for stalling or spinning)
heres another cracker for an explanation for wing tip stall
Cl v AoA curve and actual AoA at each part of the wing. Exacerbated by poor rigging, power effects and flap angle (eta tab)
what is the arrival time for the tab and if it be real where do it come from and where do it go!
"a of a curve" thats a new one. that was called camber when i was an instructor. again the local milkman will know camber but, a of a curve, i dont think so!!!!! perhaps i just taught more local milkmen!
oh yes good try but you missed out another major consideration wing area
try defing Cl - 1/2r - V2 - S that may help u understand what you are trying to say (s = area)
you only gave 3 reasons for wing drop , again, wrong.
others you can add are surface irregularities on leading edge or upper surface, yaw, wing area inc due to flap selection (with flaps that increase wing area.) mis handling of ailerons
spanwise movement of centre of pressure etc
wing tip stalling isnt rocket science instead of trying to impress with complication try impressing with simplicity.
tips stall before roots because of a difference in lift between tip and root, end of story
if you can get the root to stall before the tip you can greatly minimise wing drop at the stall, putting flap down does the OPPOSITE, thats why tip stalling can be more pronounced with flaps down on certain a/c.
also said was
".....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)"
You do know what the spinning limits on the PA28 are, I suppose?
yes i do know and so does the caa who prosecuted the handling pilot at the local magistrates courts after both wings had to be replaced on G-AWXS due to the excessive G on recovery.
my point which you failed to replicate is that c of g is the most important factor on handling characteristics on stall/spin recovery as this pilot found out ( he is currently a captain with a major airline, Hi Nick!)
as a matter of interest they only recovered within feet of the ground because the instructor in the rear(hi graham!) leant forward to try and jockey the throttle backward and forward. the shift in c of g allowed the handling pilot to recover.
its events like this that teach us all more than is written in any book.
remeber mike lythgo, selecting full thrust for stall recovery didnt help him, in fact it just made it worse, so much for STANDARD RECOVERY.
now u have been in flying 35 years tell me who he was and how selecting full thrust didnt help him in one the steepest learning curves of stall recovery of all time.