Larry and netters, One discrepancy: If a true descent is being achieved the cross controlled stall will not occur at all as you have explained in your post. The stall situation occurs as a buildup of mistaken choices that an inexperienced pilot makes while close to the ground. The base to final turn is late, so we increase bank angle to try and rollout lined up, and we add significant rudder to stay coordinated. This is not a problem yet. But the aircraft tries to increase the angle of bank more due to the over banking tendency of a steep turn, so we correct this just like in our flight training by OPPOSITE aileron, and now we are cross controlled. This still would not be a bad problem except that our descent rate has nearly doubled due to the lost lift in the vertical being applied to the high angle of bank. When we apply back pressure to attempt to arrest the excessive rate of descent, we have laid all the ground work for a stall spin close to the ground that is usually un-recoverable. All can be avoided if we just allow the aircraft to over shoot with normal maneuvers , and either go around, or make adjustments upon rollout if the runway is long enough. Cross controlled by itself is not going to cause a stall/spin. Look at when we choose to slip the airplane. A proper slip is cross controlled on purpose, but the nose is kept down, and the descent is allowed to continue, so no stall. The base to final is typically deadly due to the fact that most aircraft/pilots need 200-300 feet of loss of altitude to recover from a stall initiated as a "surprise", and there just is not enough altitude on final to keep from hitting something. The faster aircraft need more than this.
Otherwise I agree with all you have presented and appreciate you taking the time to explain it... Colin & Bev Rainey KR2(td) N96TA Sanford, FL crain...@cfl.rr.com http://kr-builder.org/Colin/index.html
