stalling
Without going too over the top with aerodynamic theory, DJPTL is on the mark.
During a 'certification stall', maintenance of height is irrelevant as the procedure requires a loss of airspeed of one knot per second. You are looking for the 'g break' as there is no definitive definition of what a 'stall' actually is.
For civilian aircraft, the one g stall speed is essential for further performance calculations. A 'handling stall' as practiced by most flying schools, involves 'minimum height loss'.
These manoeuvres are two different beasts.
CG position, longitudinal static and longitudinal dynamic stability are significant factors.
It is not possible for example, to stall some Jabiru models two up with a significant fuel load.
For the DH 82, it is possible to be in level flight, unstalled, with zero IAS and full back stick. It won't stay there, but you can get it there.
Stick position? Muscle memory? Not very reliable indications.
In fact, as DJPTL alluded to, the difference in power on versus power off stick position is also reflected in the measurable (with the right instrumentation in complex aerodynamic configurations) difference in these speeds and the difference should not be more than .5 of a KIAS (from memory).
For all the clues that should be obvious to the pilot to indicate the approach of a stall, stick position sits 'well back' in the queue.
Excuse the pun.
Last edited by actus reus; 31st Dec 2015 at 05:19.
Reason: Bad wording