At 15:06 02 January 2011, n7ly wrote:
..
=A0'Actually the only totally reliable sysmptom of being stalled is
that
the elevator will no longer raise the nose.'

HUH? =A0 Many cases possible where we could have full elevator and not
be stalled. =A0(I demonstrate this is 2-33 and grob 103 and ask-21.
All you need is heavy pilot (forward CG) and gentle stick back to the
stop. =A0Glider will mush, but not stall. =A0Elevator will not raise
the
nose........wing does not have angle to stall.

..
whoa - depends on who's defining "stall". The FAA definition is
indeed
that when the aircraft does not respond in the direction of the
control input that it's done. When you can no longer move the elevator
up, you're done. Nose doesn't respond in direction of aft stick
deflection, you're stalled. I don't remember exactly the way they
word it, but the result is that touch the elevator limit, that's it.
Slow entry rates result in higher stall speeds. Forward cg's give
higher stall speeds. Trim settings (on some configs) affect stall
speeds. Weight, etc., etc. The scene that seems the most insidious
is the slow entry rate. They sneak up on you, kind of like a slow tow.


Not necessarily - have the CG too far forward, and you'll run out of
elevator before you stall.

Admittedly that is still a stall according to FAR23/25 definitions
"a stall is produced, as shown by either:
(1) An uncontrollable downward
pitching motion of the airplane;
(2) A downward pitching motion of
the airplane that results from the activation
of a stall avoidance device (for
example, stick pusher); or
(3) The control reaching the stop."