Folks,
In a previous life free of significant CofG, configuration and propwash impositions, the stick position was an aid to identifying a pitch rate that was at the stall boundary and, once prestall buffet was identified, a stick position that meant that all further manoeuvring for max performance could only entail lateral control movements. If it happened that your life (in the particular environment) depended on manoeuvring at Cl(max) then it was a useful teaching point.
It demonstrated that, in a fixed configuration, changes in airspeed were irrelevant to maintaining Cl(max) as the horizontal stabiliser/elevator encountered the same relative airflow as the wing - once established, all the niceties of wing downwash etc were self-compensating!
Why was it useful?
Nobody got out a ruler - the message simply was:
Stop pulling!
In all things aviation, there are two major crimes:
+ "chopping wood with a scalpel", and
+ "conducting brain surgery with an axe".
Our primary responsibility (after identifying that the above techniques are mutually exclusive) is to apply the correct approach to the circumstances.
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Stay Alive,
[email protected]