Are 'Single 180 Turn From Downwind to Final' and 'Stall-spin on Turnfrom Base to Final' mutually exclusive?

Le mercredi 3 août 2016 01:43:20 UTC+2, a écritÂ*:
Can we agree that stalling is directly related to angle of attack and secondarily related to airspeed?

Absolutely.
At moderate bank angles, say below 60 degree, all gliders I've flown so far do have enough elevator authority to stall them. As the g-loads increase with banking angle, the momentum created by one wing stalled and the other sill flying increases, so departure into spin will be more violent.

Now, if you moce the center of gravity forward, the you will limit the elevator authority needed to stall the glider. Seats are typically limited to 242 pounds due to the maximum allowable stress on the harness attachment points and exceedig this, you often can't stall the glider even with wings levelled. In trainers, this is more pronounced as part of the backseat load counts towards the effective load in the front seat (in a Duo, it's about one third). So, having two stately mammiferes on board will drastically increase spin resistance, and decrease the maximum bank angle where you can still stall the glider.

But the typical single seater glass ship flown within the CoG range defined by the manufacturer has no increased spin resistance whatsoever at bank angles used during pattern.