Stalling & Spinning
I only came onto this forum to talk about some airline matters and to ask a question about how a freind of mine could become a prof pilot (it seems to have changed a lot since my day)
however i have become fascinated by some of the subjects on here and a little rude to some of the respondents
, so sorry about that. I have seemed to take the post on 'serious wing drop at the stall' into a different area so have taken the liberty of starting this new thread on stalling and spinning.
I mentioned several points which some have disagreed with, I will go over them again.
C of G
c of g is a major consideration in stall/spin behaviour & recovery yet v ery rarely talked about , not mentioned at all in the previous thread.
STANDARD RECOVERY
I maintain that it is wrong to blindly say FULL POWER because there are exceptions as to when full power should be used. Does anyone else have any views on this?
WING DROP WITH FLAP DOWN
I contend that the major reason for tip stalling with flap down is that the different Cl over the inboard section caused by change in camber, a of a and possibly wing area allows the tip to stall, first.
Or put another way the transition point moves further back on the inboard section
AILERON RESPONSE AT THE STALL
It is my opinion that some a/c are certified and tested to show that they have aileron response at the stall in certain configurations and ceratin entries. This is chiefly due to WASHOUT along the ailerons and wing on some a/c.
CORRECT DISCRIPTION
I think it is wrong to give a student a description such as "pitch to fix" as a way of teaching stall recovery. I believe that the correct way is to state
'Move the CC forward until flying control is regained.' this then become exactly the same for spin recovery.