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#1
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Stall Recovery
I am looking for other people's technique for stall recovery. Before I flew
F-4s, I dropped the nose to gain airspeed well above stall speed and then recovered well away from stall angle of attack. After F-4 training, I would lower the nose to get just below the stall and recover with the airplane of the verge of a stall. This is done by the feel of the airplane buffet and handling characteristics and not by looking at airspeed. While training for air to air combat, I flew the F-4 by feel to be close to stall. This is done to turn rate in combat. The key to the later stall recovery technique is to be very good at flying the airplane very close to the stall by using aircraft feel, i.e. practice slow flight a lot. The advantage is very little altitude lost in the recovery. Danny Deger |
#2
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Stall Recovery
Basically true for any swept wing, non-digital flight control, aircraft.
The F-4 hard wing had variations of buffet that could be flown to quite precisely: light, moderate, heavy, Jimmy? Best technique for stall recovery is to reduce AOA to max lift or slightly below, pretty much what you describe. Feel and buffet cues can be adequate, sometimes it's necessary to check the AOA. The soft wing had little buffet. AOA gauge was essential. Easy to maneuver yourself into an energy hole. Saw a lot of F-4S guys do this. Modern A/C can generate so much AOA that they can maneuver while enduring massive induced drag (resulting in rapid airspeed and/or altitude loss ... Kinetic or Potential, its all PsubS). R / John "Danny Deger" wrote in message ... I am looking for other people's technique for stall recovery. Before I flew F-4s, I dropped the nose to gain airspeed well above stall speed and then recovered well away from stall angle of attack. After F-4 training, I would lower the nose to get just below the stall and recover with the airplane of the verge of a stall. This is done by the feel of the airplane buffet and handling characteristics and not by looking at airspeed. While training for air to air combat, I flew the F-4 by feel to be close to stall. This is done to turn rate in combat. The key to the later stall recovery technique is to be very good at flying the airplane very close to the stall by using aircraft feel, i.e. practice slow flight a lot. The advantage is very little altitude lost in the recovery. Danny Deger |
#3
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Stall Recovery
Danny Deger writes:
I am looking for other people's technique for stall recovery. Diminish the angle of attack. You can do this by changing pitch or changing speed to change the angle at which the airstream meets the wings. Modulate this in accordance with circumstances. If you don't have much altitude, pitching downward may not be the way to do it. If you are already at maximum thrust, increasing speed may not be an option. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#4
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Stall Recovery
On Wed, 24 Jan 2007 11:32:05 -0600, "Danny Deger"
wrote: I am looking for other people's technique for stall recovery. Before I flew F-4s, I dropped the nose to gain airspeed well above stall speed and then recovered well away from stall angle of attack. After F-4 training, I would lower the nose to get just below the stall and recover with the airplane of the verge of a stall. This is done by the feel of the airplane buffet and handling characteristics and not by looking at airspeed. While training for air to air combat, I flew the F-4 by feel to be close to stall. This is done to turn rate in combat. The key to the later stall recovery technique is to be very good at flying the airplane very close to the stall by using aircraft feel, i.e. practice slow flight a lot. The advantage is very little altitude lost in the recovery. That works for Debonairs, F33s, Cherokees, and most others as well. On my last biennial flight review the instructor wanted to see if I could stall the plane in a departure stall and not lose any altitude. We could and even in a stall from slow flight with every thing hanging out the loss was about 30 feet. Danny Deger Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com |
#5
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Stall Recovery
"Danny Deger" wrote in message ... The key to the later stall recovery technique is to be very good at flying the airplane very close to the stall by using aircraft feel, i.e. practice slow flight a lot. The advantage is very little altitude lost in the recovery. Any glider pilot will know exactly what you are talking about. The best way to gain altitude in a thermal is usually to be in a tight turn (to remain in the core of the thermal) and remain just a couple knots over the stall. If you feel the stall start to happen, you just release some back pressure until things feel ok again. Vaughn Danny Deger |
#6
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Stall Recovery
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#7
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Stall Recovery
Tankfixer writes:
If you have a combination of these two it may be time to give the aircraft back to the taxpayers.... Some aircraft are designed specifically to fly in a "coffin corner" (e.g., the U-2). I hope they have automated systems, as it would be very tiring to maintain that hour after hour. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#8
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Stall Recovery
On Sat, 27 Jan 2007 19:52:07 GMT, Tankfixer
wrote: In article , mumbled If you don't have much altitude, pitching downward may not be the way to do it. If you are already at maximum thrust, increasing speed may not be an option. If you have a combination of these two it may be time to give the aircraft back to the taxpayers.... It is considered poor form to run out of airspeed, altitude, and ideas all at the same time. |
#9
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Stall Recovery
On Sun, 28 Jan 2007 04:20:50 -0500, Roger wrote:
On Sat, 27 Jan 2007 19:52:07 GMT, Tankfixer wrote: In article , mumbled If you don't have much altitude, pitching downward may not be the way to do it. If you are already at maximum thrust, increasing speed may not be an option. If you have a combination of these two it may be time to give the aircraft back to the taxpayers.... It is considered poor form to run out of airspeed, altitude, and ideas all at the same time. Unless you have just executed a pefect landing, and that was what you intended to do. :-) |
#10
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Stall Recovery
On Sun, 28 Jan 2007 08:31:31 -0500, Jay Somerset
wrote: On Sun, 28 Jan 2007 04:20:50 -0500, Roger wrote: On Sat, 27 Jan 2007 19:52:07 GMT, Tankfixer wrote: In article , mumbled If you don't have much altitude, pitching downward may not be the way to do it. If you are already at maximum thrust, increasing speed may not be an option. If you have a combination of these two it may be time to give the aircraft back to the taxpayers.... It is considered poor form to run out of airspeed, altitude, and ideas all at the same time. Unless you have just executed a pefect landing, and that was what you intended to do. :-) But the perfect landing doesn't include all three. Air speed and altitude I'd agree, but you still have ideas left as in not it's time to taxi to the hangar or go get gas. :-)) Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com |
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