Thanks for the additional info. I fly giders and it is possible to initiate a spin during a stall by quickly deflecting the ailerons and when flying any new plane considerable caution should be excersized until the flight envelop has been properly explored in a structured systematic way.
Denny ... --- Colin & Bev Rainey <crain...@cfl.rr.com> wrote: > Netters > It is a common mis-conception that you cannot use > ailerons when either practicing stalls or when > actually experiencing stalls. Young CFI's typically > make such a big deal about this that pilots > mis-understand the warning that goes along with the > statement watch how much aileron you use when > stalling. The important thing to remember is to > always stay COORDINATED. You can use full aileron > deflection in any properly designed aircraft and > will NOT induce a spin, because coordinated flight > will insure both wings still stall equally. It is > when you are uncoordinated, AND you apply > significant aileron input that one wing becomes more > stalled and begins the rotation of the incipient or > beginning part of the spin. As Mark Jones stated > when the aircraft begins to try and rotate, applying > opposite rudder first and judicious aileron will > correct the situation just fine. A perfect stall > execution except without being coordinated will > always end in some kind of attempt of the plane to > begin rotating due to this uncoordination. Any > pilot going through primary training right now will > note that in the new Private Pilot PTS the applicant > is required to demonstrate proper stall recoveries > from power on stalls in turns up to 20 degrees. > These are found by the student to be routine during > training due to the fact that if he/she stays > coordinated, both wings stall the same, and the > aircraft drops its nose level, and a normal recovery > is experienced. There is good reason we are > training for these stalls now. Takeoff departure leg > to crosswind, and crosswind to downwind turning > stalls are on the rise in General Aviation, and are > very dangerous due to the low altitude associated > with their recovery. > > All KR pilots should become GRADUALLY very familiar > with the stall characteristics of their particular > KR's in all weight and configurations (with and > without flaps etc...) in order to be as safe as > possible. Stall recognition should also be practiced > along with the recovery without looking at the > panel, but just recognizing it by the feel of the > flight controls, and the view of the outside flight > sight picture. The pattern at some airports can get > very busy and your ability to know your airplane > from the outside view will keep your head outside > where the danger is and not inside fixed on the > panel. > > Colin > KSFB > Sanford, FL > _______________________________________ > Search the KRnet Archives at > http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to > krnet-le...@mylist.net > please see other KRnet info at > http://www.krnet.org/info.html > "I can train a monkey to wave an American flag. That does not make the monkey patriotic." Scott Ritter __________________________________ Yahoo! Mail Stay connected, organized, and protected. Take the tour: http://tour.mail.yahoo.com/mailtour.html
