Deliberately forced wing drop stalling in GFPT test
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Location: Brisbane
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Okatas, you are correct and the nodding dog description is a good one. While holding the aeroplane in the stall, the first 'nose drop' can be so minor that many pilots wouldn't notice it. It's not as bad as it can be made out to be (it's been a while, but from memory the Tiger Moth was an example of an aeroplane that significantly dropped its nose during a stall).
It think the point of both our posts is the symptoms either do not always occur or are not obvious to all pilots. Therefore, general blanket statements about the characteristics of a stall should be avoided.
Now who wants to debunk the myth (and comment on the previous page) that you cannot 'pick up the wing' with aileron and rudder is needed to regain a wings level position? Maybe I read the post wrong, but this is also a common misconception amongst pilots about how to recover from a 'wing drop' stall.
It think the point of both our posts is the symptoms either do not always occur or are not obvious to all pilots. Therefore, general blanket statements about the characteristics of a stall should be avoided.
Now who wants to debunk the myth (and comment on the previous page) that you cannot 'pick up the wing' with aileron and rudder is needed to regain a wings level position? Maybe I read the post wrong, but this is also a common misconception amongst pilots about how to recover from a 'wing drop' stall.
Code of Federal Regulations
Sec. 23.201
Part 23 AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES
Subpart B--Flight
Stalls
Sec. 23.201
Wings level stall.
[(a) It must be possible to produce and to correct roll by unreversed use of the rolling control and to produce and to correct yaw by unreversed use of the directional control, up to the time the airplane stalls.
(b) The wings level stall characteristics must be demonstrated in flight as follows. Starting from a speed at least 10 knots above the stall speed, the elevator control must be pulled back so that the rate of speed reduction will not exceed one knot per second until a stall is produced, as shown by either:
(1) An uncontrollable downward pitching motion of the airplane;
(2) A downward pitching motion of the airplane that results from the activation of a stall avoidance device (for example, stick pusher); or
(3) The control reaching the stop.
(c) Normal use of elevator control for recovery is allowed after the downward pitching motion of paragraphs (b)(1) or (b)(2) of this section has unmistakably been produced, of after the control has been held against the stop for not less than the longer of two seconds or the time employed in the minimum steady slight speed determination of Sec. 23.49.
(d) During the entry into and the recovery from the maneuver, it must be possible to prevent more than 15 degrees of roll or yaw by the normal use of controls.
(e) Compliance with the requirements of this section must be shown under the following conditions:
(1) Wing Flaps: Retracted, fully extended, and each intermediate normal operating position.
(2) Landing Gear: Retracted and extended.
(3) Cowl Flaps: Appropriate to configuration.
(4) Power:
(i) Power off; and
(ii) 75 percent maximum continuous power. However, if the power-to-weight ratio at 75 percent of maximum continuous power result in extreme nose-high attitudes, the test may be carried out with the power required for level flight in the landing configuration at maximum landing weight and a speed of 1.4 , except that the power may not be less than 50 percent of maximum continuous power.
(5) Trim: The airplane trimmed at a speed as near 1.5 as practicable.
(6) Propeller: Full increase r.p.m. position for the power off condition.]
Amdt. 23-50, Eff. 03/11/96
Comments
Document History
Notice of Proposed Rulemaking Actions:
Notice of Proposed Rulemaking. Notice No. 94-22; Issued on 07/19/94.
Final Rule Actions:
Final Rule. Docket No. 27807; Issued on 01/29/96.
Sec. 23.201
Part 23 AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES
Subpart B--Flight
Stalls
Sec. 23.201
Wings level stall.
[(a) It must be possible to produce and to correct roll by unreversed use of the rolling control and to produce and to correct yaw by unreversed use of the directional control, up to the time the airplane stalls.
(b) The wings level stall characteristics must be demonstrated in flight as follows. Starting from a speed at least 10 knots above the stall speed, the elevator control must be pulled back so that the rate of speed reduction will not exceed one knot per second until a stall is produced, as shown by either:
(1) An uncontrollable downward pitching motion of the airplane;
(2) A downward pitching motion of the airplane that results from the activation of a stall avoidance device (for example, stick pusher); or
(3) The control reaching the stop.
(c) Normal use of elevator control for recovery is allowed after the downward pitching motion of paragraphs (b)(1) or (b)(2) of this section has unmistakably been produced, of after the control has been held against the stop for not less than the longer of two seconds or the time employed in the minimum steady slight speed determination of Sec. 23.49.
(d) During the entry into and the recovery from the maneuver, it must be possible to prevent more than 15 degrees of roll or yaw by the normal use of controls.
(e) Compliance with the requirements of this section must be shown under the following conditions:
(1) Wing Flaps: Retracted, fully extended, and each intermediate normal operating position.
(2) Landing Gear: Retracted and extended.
(3) Cowl Flaps: Appropriate to configuration.
(4) Power:
(i) Power off; and
(ii) 75 percent maximum continuous power. However, if the power-to-weight ratio at 75 percent of maximum continuous power result in extreme nose-high attitudes, the test may be carried out with the power required for level flight in the landing configuration at maximum landing weight and a speed of 1.4 , except that the power may not be less than 50 percent of maximum continuous power.
(5) Trim: The airplane trimmed at a speed as near 1.5 as practicable.
(6) Propeller: Full increase r.p.m. position for the power off condition.]
Amdt. 23-50, Eff. 03/11/96
Comments
Document History
Notice of Proposed Rulemaking Actions:
Notice of Proposed Rulemaking. Notice No. 94-22; Issued on 07/19/94.
Final Rule Actions:
Final Rule. Docket No. 27807; Issued on 01/29/96.
The control reaching the stop is defined as stalled.
Humphrey Maltman (RIP) used to state the C152 wasn't completely stalled. It exhibited the symptoms of a stall, but if the elevator stops were adjusted, would be a very different kettle of fish.
Just saying.....
