Stall resistant 172?

Might make some small difference due to inertia in a big plane, but only if
you're changing directions.

You were taught wrong.

mike regish

"Jack" wrote in message
nk.net...
Cause if you know what addition air across the wings does for an aircraft,
than you will also realize that stalling an aircraft into the wind will
take
a moment longer. I was taught that when I got my license, and really
learned it with a DC-8 and furthermore in an L-1011. It doesn't change
the
stall speed as indicated.



"mike regish" wrote in message
. net...
I'm curious as to why you would think going with or against the wind
would
make any difference. The plane doesn't know which way the wind is going.
It
makes its own.

mike regish

"Jack" wrote in message
nk.net...
I just recently had a BFR in a 172. I honestly couldn't get it to
stall.
We were at 5k ft and departure stall and power off, she just wouldn't
break.
That was that airplane, halfway into attempting a third stall "with
the
wind" this time I lost all radios and was forced to make a
precautionary
landing. We returned. That night I took a different 172 up, and
tried
the stall again, that one broke easily into and with the wind. So
in
answer to your question, I don't know. It may very well be airplane
specific. But like you, I had the stick in my gut everytime, and one
plane
wouldn't break, and the other did. Heck, I almost had a spin going
with
the second airplane on one attempt.



"Roger Long" om
wrote
in
message ...
Oh, excellent point. Absolutely on the head of the nail!

All those clean break stalls were with someone in the other seat.

--
Roger Long

Cause if you know what addition air across the wings does for an aircraft,
than you will also realize that stalling an aircraft into the wind will
take
a moment longer. I was taught that when I got my license, and really
learned it with a DC-8 and furthermore in an L-1011. It doesn't change
the
stall speed as indicated.

He's right, you know... And I'll bet you doubting Thomases aren't aware
aircraft in the northern hemisphere only spin clockwise. It's called the
coribolis affect.

ahh.. the dreaded down wind turning stall..



"David Brooks" wrote in message
...

"karl gruber" wrote in message
...
****** attempting a third stall "with the wind" this time******

******that one broke easily into and with the wind******


Where did you dig up this "instructor" for the flight review? You were
only
along as a victim of his painful ignorance.

Steady state wind has no bearing on stalls---none---zero.

I, I gottit. If you fly with a strong tailwind, the pilot will sense the
groundspeed, have an impression of a higher (mumble)speed, and
instinctively
pull back that much harder in an attempt to get down to "stall speed". No?

No, I gottit. The problem with stalls is that you are spending too much
time
with limited forward visibility. With a strong headwind, you can just
about
hover, and aren't instinctively pushing the nose forward all the time to
check for approaching mountains. Or other airplanes, doing the
abovementioned tailwind stalls. No?

-- David Brooks

My wife's 172b won't stall either. It just runs out of elevator with a forward
CG. Tough to do full stall landings. It just "plops" in. If you trim it in the
wrong direction you will have more elevator surface but you essentially will be
pressing the tail down with raw muscle. I put a 60lb bag of sand in the baggage
and it became a new plane. Even her instructor commented how much nicer it
lands. The elevator just needs a little help.

Jim

You are all correct, I think.

But

When doing rate of climb tests or glide polars it is best to do them
crosswind. Windshifts with altitude cause the data to look like a Z as you
pass through such a shift. The climb or descent rate will be constant, then
shift, then back to the same rate as things stabilize again. You can
not see this worth a darn in the cockpit, unless it is quite strong. At
which time you'd be discarding the data anyway because it's too bumpy.


In article , "mike regish"
wrote:
Might make some small difference due to inertia in a big plane, but only if
you're changing directions.

You were taught wrong.

mike regish

"Jack" wrote in message
ink.net...
Cause if you know what addition air across the wings does for an aircraft,
than you will also realize that stalling an aircraft into the wind will
take
a moment longer. I was taught that when I got my license, and really
learned it with a DC-8 and furthermore in an L-1011. It doesn't change
the
stall speed as indicated.



"mike regish" wrote in message
. net...
I'm curious as to why you would think going with or against the wind
would
make any difference. The plane doesn't know which way the wind is going.
It
makes its own.

mike regish

"Jack" wrote in message
nk.net...
I just recently had a BFR in a 172. I honestly couldn't get it to
stall.
We were at 5k ft and departure stall and power off, she just wouldn't
break.
That was that airplane, halfway into attempting a third stall "with
the
wind" this time I lost all radios and was forced to make a
precautionary
landing. We returned. That night I took a different 172 up, and
tried
the stall again, that one broke easily into and with the wind. So
in
answer to your question, I don't know. It may very well be airplane
specific. But like you, I had the stick in my gut everytime, and one
plane
wouldn't break, and the other did. Heck, I almost had a spin going
with
the second airplane on one attempt.



"Roger Long" om
wrote
in
message ...
Oh, excellent point. Absolutely on the head of the nail!

All those clean break stalls were with someone in the other seat.

--
Roger Long

Jack wrote:

Cause if you know what addition air across the wings does for an aircraft,

There is no "additional air across the wings" if you're going upwind.

George Patterson
To a pilot, altitude is like money - it is possible that having too much
could prove embarassing, but having too little is always fatal.

I thought that's what he meant. Wasn't sure if "addition air" was some new
term.

Amazing the kind of crap knowledge they'll let you fly an airliner with-if
he actually does, that is.

mike regish

"G.R. Patterson III" wrote in message
...


Jack wrote:

Cause if you know what addition air across the wings does for an
aircraft,

There is no "additional air across the wings" if you're going upwind.

George Patterson
To a pilot, altitude is like money - it is possible that having too
much
could prove embarassing, but having too little is always fatal.

The only thing that determines when a wing will stall is AOA. Steady state
wind has no effect.
A wing will stall at the same angle of attack. Every time.

Phil

"Jack" wrote in message
nk.net...
I just recently had a BFR in a 172. I honestly couldn't get it to
stall.
We were at 5k ft and departure stall and power off, she just wouldn't
break.
That was that airplane, halfway into attempting a third stall "with the
wind" this time I lost all radios and was forced to make a precautionary
landing. We returned. That night I took a different 172 up, and tried
the stall again, that one broke easily into and with the wind. So in
answer to your question, I don't know. It may very well be airplane
specific. But like you, I had the stick in my gut everytime, and one
plane
wouldn't break, and the other did. Heck, I almost had a spin going with
the second airplane on one attempt.



"Roger Long" om wrote
in
message ...
Oh, excellent point. Absolutely on the head of the nail!

All those clean break stalls were with someone in the other seat.

--
Roger Long

"Jack" wrote in message
nk.net...
Cause if you know what addition air across the wings does for an aircraft,
than you will also realize that stalling an aircraft into the wind will
take
a moment longer. I was taught that when I got my license, and really
learned it with a DC-8 and furthermore in an L-1011. It doesn't change
the
stall speed as indicated.

AcroCFI? Is that you? Welcome back, you old trol^H^H^H^Hdog!

Pete

Jack wrote:
Cause if you know what addition air across the wings does for an aircraft,
than you will also realize that stalling an aircraft into the wind will take
a moment longer. I was taught that when I got my license, and really
learned it with a DC-8 and furthermore in an L-1011. It doesn't change the

Impressive. How many stalls have you done in DC-8s and L-1011s?

(I guess that happens all the time to airliners in 180 kt winds at FL350 when
they turn downwind... ;^)