"Ken S. Tucker" wrote in news:0c5b99d7-c498-
:


"level and ***ease*** out".
The pilot should yell out "spiral dive" as fast as he
he recognizes that and that then institutes the cool
recovery procedure, that differs from a spin stall.
Is that right?
I'm wondering about rudder application differences.

I'd say you wonder which way "up" is.

In that exact
order. Anything less is cause for failure of the exercise on the
flight test. It's the failure to recognize the spiral that often gets
the VFR-only pilot after he gets into IMC. Flight is coordinated and
he doesn't feel anything. He isn't trained to trust, yet cross-check,
all the instruments. He trusts his sense of balance, which tells him
big lies when his eyes have nothing to look at outside.

I concur. The pilot reported his Artificial Horizon Indicator
(from what I've read) was to him faulty.
Yeah, a faulty AH can certainly **** up a pilot on
instruments, though the fella was flying in daytime.
Possibly, he was clouded, (not VFR).

He ws clouded? Bwahwhahwhahwhahhwhahwhahwh!



Some slippery airplanes will pull up hard on their own when the
wings are levelled. The stability of the aircraft causes the nose to
rise when airspeed rises, and so, if the speed is high enough, when
the turn is stopped by levelling the wings the nose will come up on
its own, sometimes hard enough to cause structural damage or failure.

Ok.

Many of these slippery sorts will experience failure of the
horizontal stabilizer first. The airplane then flops over onto its
back and the wings fail downward due to the negative G loading. The
210 and Bonanza were famous for that sort of thing.
Dan

Thank you Dan, that's an unpleasant Roger.


No such thing as an unpleasant roger, fjukktard.

(the rest of you can look it up)


Bertie