Old 29th Jul 2010, 20:02
  #100 (permalink)  
Join Date: Apr 2001
Location: various places .....
Posts: 6,511
Your reference 1 will be quite useful for those here who don't know what is taken to determine a "full stall".

One of the problems with these sorts of discussions for the newchums is that there is a very important caveat which MUST be considered - the Design Standards (which include stall protocols) are living animals. Over the years the Standards evolve and what was the rule yesterday can change quite significantly today.

Hence, for all Type specific discussions going beyond a bit of a yarn on PPRuNe, one MUST

(a) check the TCDS for the relevant frozen Design Standard revision(s) applicable to the particular certification

(b) refer to that/those (generally now superseded) documents rather than the current words

For US flight test interpretation, we need to look at the relevant revision either of 25-7 or 23-8.

Most importantly - if one tries to run a stall iaw the "wrong" Standard revision, one can be in for a short sharp wakeup call when the bird does something totally unexpected.

For instance, I can recall a very experienced TP relating a tale about a particular popular light cabin class twin. The original stall protocols went to the initial stall with a prompt recovery. During a training period with a TP student, the student thought it might be a good idea to hold the aircraft into the stall .. whereupon they found themselves promptly in an inverted spin .. there are many traps for young players if folk fancy themselves as putative TPs without having put in the hard yards with the TP training and post grad exposure/experience.
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