Thu Jul 19, 2018 8:52 pm #1625685
I agree at altitude - I'd got myself into the mindset of only considering base-to-final (low-level) recoveries (Thread drift? Me? ). At 3000', yes, absolutely no problem with aerodynamic stall recovery.
Rob P wrote:Almost every day I run through in my mind the events of my EFATO.
Every time I think "if only I hadn't been so aggressive getting the nose down so I could execute a steep turn from about 120 - 150 ft the aircraft might have been less badly damaged"
Then I remember my overriding thought, "Don't stall! Don't stall" and go on to enjoy the day I might not have had if I'd have spun in trying to save the aircraft.
TopCat wrote:T67M wrote:The EGAST document is certainly different! I don't think I fancy teaching someone a purely aerodynamic (no power) stall recovery in a light aircraft
I'm curious why?
While stall recovery with minimum height loss is of course important when close to the ground, that's absolutely no reason to avoid stall recovery without power at a safe height.
If you're not already spinning, which is of course completely different, stall recovery at any attitude requires nothing more than easing the stick forward until the AoA reduces enough for the airflow to reattach.
Doing this without power and simply accepting the loss of height is a great confidence builder, as it demystifies the stall, reduces the workload, and if you approach the stall from a slow deceleration rather than from level flight where it all happens so quickly, there's plenty of time to explore the increasingly floppy controls, the pre-stall buffet, and the stall itself.
Genghis the Engineer wrote:Thoughts, having spent a lot of time worrying about this issue over, oooh, about 15 years...
- Statistically, mishandling post take-off or on the go-around are around 8 times more likely to induce a low level stall.
Rob P wrote:So all the go-rounds I've done since switching to tailwheel are a Good Thing then?
Irv Lee wrote:...I think people who don't do (m)any go arounds, on being suddenly forced into one, revert to 'touch and go' actions learned years ago in training, which usually don't work all that well as go arounds to say the least. ....
... the ones who haven't done a go around for years, but originally learned on a long runway try to retract flap first then go to full power, which is basically what they used to do on a touch and go.
TopCat wrote:Out of interest, are there any aircraft that won't climb at all with full flap?