To fly or not to fly?
Join Date: Jan 2008
Location: London UK
Posts: 517
Likes: 0
Received 0 Likes
on
0 Posts
The indicated airspeed is typically inaccurate near the stall, so if you want to factor a stall speed you have to find the table in the POH that converts it to CAS, then factor the CAS, then translate that back into KIAS. Similarly if you want to add some knots, do it to the KCAS.
But, for obvious reasons, the important speeds are already in the POH in KIAS, so I have never needed to do this.
But, for obvious reasons, the important speeds are already in the POH in KIAS, so I have never needed to do this.
Moderator
Lots of good comments here.
Please consider that it is a design requirement that the stall warning not activiate at a speed greater than 10 (MPH or Kts - depending upon the aircraft) greater than stall speed (in CAS, as pointed out). Thus, if you're flying an aircraft in which the stall warning activates at a higer speed, it should receive maintenance.
As Backpacker correctly pointed out, it's a warning, not the stall itself. For those who are concerned about the risk of a stall in gusty conditions on approach (okay, even in downwind), remind youself that the stall speed, and stall warning is predicated on 1G flight. If you fear an imminent stall, you have control to unload 1G a bit for an instant, and you will not stall, and you will have lowered the nose all in one motion. You can do this before a stall becomes a hazard. If you cannot, either you have it loaded out of limits, or someone has not done their job in certification test flight.
It is actually amusing to bunt over the top at about 1/2 G. You can allow the aircraft to slow down to a speed which would be less than you could maintain at 1 G, and still have good control, with no stall warning. (HASEL check please).
Different planes I have flown have different stall sensativities. There are types in which I would not be alarmed to have the warning peeping throughout the circuit (other than it being annoying). Most STOL equipped 100 series Cessnas would fall in this category for me, when lightly loaded. On the other hand, the C177, and some 200 series Cessnas, Grummans, and a few other types, I would be un-nerved hearing the stall warning much before I intended to touch down. And then there are the Cubs, Citabrias, Moths etc. in which you will never hear a stall warning, and they are much more peaceful to fly around the circuit! Just apply type appropriate flying technique!
I do agree that if a pilot is new to a taildragger type, a few solo circuits would be wise, before passengers. There is that desire to impress, but I think a skillfully conducted flight is much more impressive to a passenger, than one with some unintended outcomes.
Please consider that it is a design requirement that the stall warning not activiate at a speed greater than 10 (MPH or Kts - depending upon the aircraft) greater than stall speed (in CAS, as pointed out). Thus, if you're flying an aircraft in which the stall warning activates at a higer speed, it should receive maintenance.
As Backpacker correctly pointed out, it's a warning, not the stall itself. For those who are concerned about the risk of a stall in gusty conditions on approach (okay, even in downwind), remind youself that the stall speed, and stall warning is predicated on 1G flight. If you fear an imminent stall, you have control to unload 1G a bit for an instant, and you will not stall, and you will have lowered the nose all in one motion. You can do this before a stall becomes a hazard. If you cannot, either you have it loaded out of limits, or someone has not done their job in certification test flight.
It is actually amusing to bunt over the top at about 1/2 G. You can allow the aircraft to slow down to a speed which would be less than you could maintain at 1 G, and still have good control, with no stall warning. (HASEL check please).
Different planes I have flown have different stall sensativities. There are types in which I would not be alarmed to have the warning peeping throughout the circuit (other than it being annoying). Most STOL equipped 100 series Cessnas would fall in this category for me, when lightly loaded. On the other hand, the C177, and some 200 series Cessnas, Grummans, and a few other types, I would be un-nerved hearing the stall warning much before I intended to touch down. And then there are the Cubs, Citabrias, Moths etc. in which you will never hear a stall warning, and they are much more peaceful to fly around the circuit! Just apply type appropriate flying technique!
I do agree that if a pilot is new to a taildragger type, a few solo circuits would be wise, before passengers. There is that desire to impress, but I think a skillfully conducted flight is much more impressive to a passenger, than one with some unintended outcomes.
