Approaching Deep Stall

On Sep 6, 3:27 pm, Dudley Henriques wrote:
DR wrote:
Fred the Red Shirt wrote:

Here deep stall is defined as a condition in which the
main wing is stalled and the stabilizer is enveloped
in the turbulent wake of the stalled wing so that
the pilot has lost pitch control and thus cannot lower
the nose to recover. For certain airframe geometries,
(such as the illustration above) that condition can
occur even if the aircraft is within the proper CG limits.

Err, that's not how I see it,

The aircraft can/will still pitch down after stall for 2 reasons: First,
the center of wing lift moves aft once the wing is stalled which will
drop the nose. Second, the tail is pushing the nose up to increase angle
of attack so that once blanketed the nose drops.

As far as I understand it, all certificated aircraft must be able to
recover from a basic stall.

My 2c

Cheers

Not so for the F16. Deep stall is an issue for the Viper at specific
angles of attack and cg configurations, especially if the airplane is
out of fuel balance. The result of deep stall in the Viper is a flat
extremely fast ROD either with occiliation or without.
The ONLY way to break deep stall in the Viper is to INCREASE the aoa,
then quickly input forward stick to induce a high nose rate down through
the deep stall region into a recovery.
Make no mistake, if the aoa is not increased before this fast nose down
pitch rate, the Viper will stay in deep stall and can be completely
unrecoverable.
There is no "automatic" nose down pitch rate in deep stall in the F16.



The F16 elevator is in not a high configuration is it? So, how does it
get blanketed in the way the thread is discussing?