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| Subject: Stalls and Sink Rate | |
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Author: Bob P |
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Date Posted: Tue, Dec 18 2012, 12:39:07 GMT In reply to: Captain Pulsar 's message, "Stalls and Sink Rate" on Thu, Dec 13 2012, 23:20:43 GMT Many thanks for that info. Like you I’m not brave enough to stop the engine to see what happens – just in case. I did think about doing this when there is a long grass airfield in easy reach- but sods law says that if I’m going to bounce on landing and need a bit of power to sort things out, that would be the time it would happen. Some time ago I played around with glides/turns etc with the engine at slow idle and was surprised how quickly it descended. I’m told that with the prop rotating slowly the drag is much greater (effectively a disc the diameter of the prop obstructing the airflow) than when the prop is stationary. So in the absence of any other info on glide descent rates, I guess if I slow the engine until it is at the lower limit of the rpm where the gearbox chatters in flight (ie not providing any propulsion) that should give a reasonable indication of glide angle with a stationary prop. After my introduction to power-on stalls I had a paddle through the internet on stall recovery techniques. There was an interesting diversity of opinion; all specified reduced stick back pressure to break the stall, but some said to keep all other controls neutral whilst others advocated the use of rudder to correct any turn/wingdrop. The opponents of this view thought rudder input might/would cause the aircraft to enter a spin in the opposite direction to the wing drop. I think I’ll just keep away from this part of the flight envelope except when I have an instructor sitting next to me. On which subject has anyone fitted a stall warner/reserve lift indicator to a Pulsar? Cheers Bob I've never had the balls to intentionally shut down the engine in flight, it seems a silly thing to do. I would expect even low revs will extend the glide a fair bit. With no power, it would still have a better glide ratio than most types. Where the stall is approached rapidly under power the G break is much greater, and the aircraft is almost fully stalled as opposed to just the roots stalling where speed is approached caused by the washout in the wings as you suggest. The propwash has to affect airflow over the wing, so would provide the characteristics you describe Bob. Of course, it is very important to keep the rudder neutral, the slightest yaw input will encourage one wing to drop first. I recall during my GFT years ago in a C150 Aerobat, the instructor made me dive the aeroplane and then pull up under full power, when almost vertical at the stall warner sounding, he told me to cut the power and put in full left rudder. Jeez, I banged my head on the door the stall break was so violent, not a nice sensation. [ Next Thread | Previous Thread | Next Message | Previous Message ] |