Return-Path: Sender: (Marvin Kaye) To: lml Date: Tue, 09 Jul 2002 08:07:55 -0400 Message-ID: X-Original-Return-Path: Received: from imo-d08.mx.aol.com ([205.188.157.40] verified) by logan.com (CommuniGate Pro SMTP 4.0b4) with ESMTP id 1622285 for lml@lancaironline.net; Tue, 09 Jul 2002 00:15:47 -0400 Received: from StarAerospace@aol.com by imo-d08.mx.aol.com (mail_out_v32.21.) id q.49.201051c3 (30963) for ; Tue, 9 Jul 2002 00:15:45 -0400 (EDT) From: StarAerospace@aol.com X-Original-Message-ID: <49.201051c3.2a5bbd71@aol.com> X-Original-Date: Tue, 9 Jul 2002 00:15:45 EDT Subject: Re: Stall recovery and spin avoidance X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit X-Mailer: AOL 5.0 for Windows sub 124 << One good exersize i found to be an eye opener is to take the a/c to fairly high altitude and stall it..[ do this in a certifed spin able a/c ONLY] but don't recover immediatly.. stall the a/c and then keep it stalled.. and keep the wings level w/ rudder.. and keep it from spinning... I'm sure that some people will flame me for writting this because they feel its dangerous. >> Just the opposite. If you can't do this then you really don't understand departed flight. I was lucky enough to be trained by the last generation of WWII pilots one of whom was my first CFI. I went through this scenario more than once and it was far more instructive to good rudder use than my tail dragger time. IMHO, anyone who can prevent a Cherokee or 172 from entering a spin for over 1000' of descent post-turning-stall understands the correct use of the rudder far better than someone who only manages to "keep the ball centered" while inside the envelope. Eric Ahlstrom