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Path: utzoo!linus!decvax!decwrl!greipa!pesnta!amd!amdcad!cae780!ubvax!paul
From: paul@ubvax.UUCP (Paul Fries)
Newsgroups: net.aviation
Subject: Re: Conditions for stall
Message-ID: <342@ubvax.UUCP>
Date: Wed, 23-Oct-85 12:45:58 EDT
Article-I.D.: ubvax.342
Posted: Wed Oct 23 12:45:58 1985
Date-Received: Sat, 26-Oct-85 07:12:17 EDT
References: <763@infopro.UUCP> <2900005@hpcvrd.UUCP>
Reply-To: paul@ubvax.UUCP (Paul Fries)
Organization: Ungermann-Bass, Inc., Santa Clara, Ca.
Lines: 43

In article <437@brl-sem.ARPA> ron@brl-sem.ARPA (Ron Natalie ) writes:
> When recovering from the typical 152 stall you're still nose down and 
> picking up speed.  Now, since you've been told that you should recover
> in X feet and since you now have plenty of airspeed you horse that puppy
> back up to straight and level again ***HONK*** stall in a nice straight
> and level configuration that doesn't automatically fall forward like the
> typical gentle 152 nose up stalls.
>
> -Ron

I am a STUDENT PILOT, so please, flame me not if this is incorrect.

I had the same problem for a while, i.e. in attempting to minimize altitude
loss in a stall, I would get the stall horn after apparently having recovered.
My instructor corrected my procedure with good results.

My problem was that I was pushing the nose down TOO FAR in an effort to
break the stall.  His correction was to "RELEASE BACK PRESSURE" on the
elevator to bring the nose back to the horizon, instead of pushing the
nose down (below the horizon).

Pushing the nose down will certainly get your airspeed up, but you will
be losing more altitude than you want.  The aircraft is diving instead
of just recovering from the stall.  When you abruptly pull the nose back
up to minimize the altitude loss, the relative wind is momentarily coming
from somewhere below the nose of the aircraft, and you have increased the
angle of attack (i.e. the angle between the relative wind and the chord
of the wing) past the critical angle.  Thus, the wing stalls again.  Of
course, this stall seems to "evaporate" as the direction of flight becomes
more level, since you have plenty of airspeed once the angle of attack is
reduced.

If you only "RELEASE BACK PRESSURE", it will take a little longer to get
the airspeed, but the aircraft will be in the correct attitude once you
get it.  You will not need to "horse that puppy back up to straight and
level", and you will not have lost more than the 50-100 feet that was the
goal.

My instructor points out that this is an example of the rule, "an aircraft
can be stalled in ANY attitude at ANY airspeed.  All that is required is to
increase the angle of attack beyond the critical angle".

As previously stated, I am a STUDENT.  Constructive criticism is welcome.