Relay-Version: version B 2.10 5/3/83; site utzoo.UUCP Posting-Version: version B 2.10.3 alpha 4/15/85; site ubvax.UUCP 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.