Symptoms of the approaching stall...
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Quick point about stick position which occurred to me when reading this thread. Many, many years ago, when an almost brand new PPL, I took our Rollason Condor on a local flight. 2000' in the cruise correct engine speed, correct airspeed and nicely trimmed out. It was a lovely day and I was enjoying the view. Scanned instruments. Noted I had lost 200' with a small rate of descent noted on the VSI. Thought no more of it, trimmed the nose up a tad, stopped descent and carried on viewing the countryside. The trimming had, of course caused the stick to move bac towards me a tad. Scanned instruments again - small rate of descent noted again and elevator trimmer once again adjusted bring the stick back a tad more.
Then I got curious. "Why?" I asked myself: "this is the second time I have done this." So I investigated further, noted that my airspeed had dropped a bit, checked the tachometer was also reading a lower speed of propellor rotation, so I automatically hit the carburettor heat control. Engine de-iced itself, R.P.M. regained its former setting and the slight climb which now commenced was corrected by trimming the nose down. A careful check was maintained for carburettor icing during the rest of the trip.
Just a little example of stick position being another indication of an approaching stall. Fortunately, I had been well taught and knew what to do at 45 hours!
P.P.
Then I got curious. "Why?" I asked myself: "this is the second time I have done this." So I investigated further, noted that my airspeed had dropped a bit, checked the tachometer was also reading a lower speed of propellor rotation, so I automatically hit the carburettor heat control. Engine de-iced itself, R.P.M. regained its former setting and the slight climb which now commenced was corrected by trimming the nose down. A careful check was maintained for carburettor icing during the rest of the trip.
Just a little example of stick position being another indication of an approaching stall. Fortunately, I had been well taught and knew what to do at 45 hours!
P.P.
24carrot - I give all my instructor trainees a copy of extracts from the Silver Chain - I wish I'd discovered that book 40 years ago. (and cg is also a significant factor in stall stick position)
Kerling-Approsh KG - the Australian CASA Flight Instructor Manual has those std symptons so stall stick position is only mentioned by some schools and some instructors.
I just saw today that the US Congress passed the law mandating upset recovery training - I guess Australia will think of doing the same soon (in Australia that means sometime in the next 20 years). We start our first course for students here on Monday.
Kerling-Approsh KG - the Australian CASA Flight Instructor Manual has those std symptons so stall stick position is only mentioned by some schools and some instructors.
I just saw today that the US Congress passed the law mandating upset recovery training - I guess Australia will think of doing the same soon (in Australia that means sometime in the next 20 years). We start our first course for students here on Monday.
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cambidge has answered the question accurately.
Had the question applied to a full stall (which it did'nt), the the answer you want is ....
a). Heavy Buffet.
b). Sink.
c). Nose Drop.
d) Possible wing drop.
Had the question applied to a full stall (which it did'nt), the the answer you want is ....
a). Heavy Buffet.
b). Sink.
c). Nose Drop.
d) Possible wing drop.
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Symptoms of the approaching stall
Kerling-Approsh KG:
A technique that was used in cloud seeding operations in Australia, many moons ago, to find out how close you were to the approaching stall was to initiate a 5 degree level turn and if buffet occured, it was time to descend to the lowest safe altitude for deicing purposes and when done, then climb back to the minus 5 degree centigrade level and continue seeding.
The buffet was an excellent indication that the wing was close to the stall.
Tmb
A technique that was used in cloud seeding operations in Australia, many moons ago, to find out how close you were to the approaching stall was to initiate a 5 degree level turn and if buffet occured, it was time to descend to the lowest safe altitude for deicing purposes and when done, then climb back to the minus 5 degree centigrade level and continue seeding.
The buffet was an excellent indication that the wing was close to the stall.
Tmb
