Sunny, haven't flown a 210 but can recall the short take off/best angle of climb procedure in a Warrior involved taking off with 25 degrees of flap at 52 ktias and holding the attitude to maintain that speed. Once cleaned up you could continue the climb at 63 ktias If it was a bit gusty or choppy the stall warning might sound very intermittently for a few milliseconds or so but it would never stay on.
The purpose of the stall warning is well understood by all here - it's to alert the pilot to a potentially life threatening situation. If it's going off when it shouldn't, so the pilot just ignores it, it's not going to be much use if the wing stall for real, is it?
But you didn't die, so all's well that ends well. Question now is whether you're concerned enough about either the pilot, or the airframe, to let someone know you found the situation unnerving and that it ought to be checked out?
Suppose you open the paper tomorrow to find the airframe or the operator has just killed a 210-load of passengers. How would you feel?
For those people talking about ground effect in a 210... Are you sure? My impression of ground effect in low-wing light monoplanes is that it happens a few feet above the ground. Like up to four or five feet, tops. After a 210 has rotated and levelled off, the wings would have to be 10-12 feet off the ground - do you really think it would still be in ground effect?
OK, on a delta or ogee-winged aircraft like the Vulcan or Concorde, they carry a massive cushion many tens of feet thick in the landing config. Can't see how that works for a 210 though.
Last edited by VH-Cheer Up; 15th Jul 2014 at 07:33.
Reason: removal of the R word