I will second Lynn's comments. I flew F8U Crusaders in the 60's. We never stalled the airplane and were cautioned to stay away from that part of the envelope. It would take a minimum of 10,000 ft. to recover from a spin we were told. I departed one once during ACM (air combat maneuvers). A departure was defined as a high G stall. It was a very weird feeling. The airplane stopped flying - G force went to zero or maybe a little negative instantly and felt like the airplane was just floating through the air. It likely was. I think I was lucky. I neutralized the controls and fortunately it returned to normal flight in about a second or two.
It felt a lot like a cat shot off the boat and probably what we trained to do during that maneuver helped me deal with the departure.
Let me just say that folks a lot smarter and wiser than most of us have figured out that some aircraft designs result in sufficiently desirable performance parameters in certain parts of the flight envelope. These performance characteristics justify high risk of very bad things happening to us if we venture into some other parts of the envelope. We would be well advised to listen to and heed what they tell us about those aircraft. Stay away from the coffin corners or risk becoming a statistic.
If you can't figure out how to fly the airplane without going dangerously near the stall in normal flight then you likely are not a safe pilot to operate a IVP.
Regards,
John Barrett
The bad part about this "stall" discussion is that most people want to stay away from stalls all together. - - - That's ridiculous
If you want to call yourself a proficient pilot, you must be able to react to most any circumstance, intended or not.
Wolfgang,
I flew F-100s, F-105s, and F-4s. I was a very proficient pilot in all three aircraft. We DIN NOT stall them and we had ejections seats and parachutes. Your above statement is, IMO, ridiculous.
Lynn Farnsworth
Super Legacy
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