I'd love to hear an account by someones whose done deep stall testing;)

I heard from a friend that it's then scariest maneuver ever:eek:

please tell us!:D

I was sat at Lyneham today with my camera when this appeared in the circuit. I hope it is of interest.

http://img.photobucket.com/albums/v4...111_small2.jpg

In the last few weeks we have also had the other two Boscombe Down based machines through.

http://img.photobucket.com/albums/v4...eham_small.jpg

http://img.photobucket.com/albums/v4..._lyneham_s.jpg

Deep stalls, T-Tails
 

Not 1-11 but a related question occurred to me lately, a friend was involved in the stall tests on the Trident; he was a chum of George Errington's, and we know that sad story...

My chum described taking the Trident to within 1 degree of the Alpha limits, he reckoned it had 'very precise handling' - when I asked if he had a specially calibrated guage he looked blank & shook his head !

I have my own guesses as to whether this was wise, but does it even sound feasible to you Test Pilots out there ?

Feasible but not very wise
 

I guess it depends on which alpha limit he went to - the AFM limit or the Flight Test Envelope limit. I don't know whether the Trident stall was pusher defined or not, some T-tails need a pusher defined stall (Challenger, CRJ), some don't (Learjet 40/45).

If the Trident was pusher defined and he went beyond pusher alpha by disabling the pusher - then definitely not the smartest trick in the book without an accurate gauge or FTI. The risk of deep stall being all too real at that point. If like the LJ the stall is defined as "two seconds on the aft stop", then going to within one degree would be less of a risk although still not smart without a very good reason to go there.

FlightTEster

In "Test Pilot" by Brian Johnson there is a chapter on BAC 1-11 stalling pages 88 to 91,using ETPS ZE432.