KR> Ailerons and stalls

[Colin & Bev Rainey]

Netters
It is a common mis-conception that you cannot use ailerons when either 
practicing stalls or when actually experiencing stalls.  Young CFI's typically 
make such a big deal about this that pilots mis-understand the warning that 
goes along with the statement watch how much aileron you use when stalling.  
The important thing to remember is to always stay COORDINATED. You can use full 
aileron deflection in any properly designed aircraft and will NOT induce a 
spin, because coordinated flight will insure both wings still stall equally. It 
is when you are uncoordinated, AND you apply significant aileron input that one 
wing becomes more stalled and begins the rotation of the incipient or beginning 
part of the spin.  As Mark Jones stated when the aircraft begins to try and 
rotate, applying opposite rudder first and judicious aileron will correct the 
situation just fine. A perfect stall execution except without being coordinated 
will always end in some kind of attempt of the plane to begin rotating due to 
this uncoordination.  Any pilot going through primary training right now will 
note that in the new Private Pilot PTS the applicant is required to demonstrate 
proper stall recoveries from power on stalls in turns up to 20 degrees.  These 
are found by the student to be routine during training due to the fact that if 
he/she stays coordinated, both wings stall the same, and the aircraft drops its 
nose level, and a normal recovery is experienced.  There is good reason we are 
training for these stalls now. Takeoff departure leg to crosswind, and 
crosswind to downwind turning stalls are on the rise in General Aviation, and 
are very dangerous due to the low altitude associated with their recovery.

All KR pilots should become GRADUALLY very familiar with the stall 
characteristics of their particular KR's in all weight and configurations (with 
and without flaps etc...) in order to be as safe as possible. Stall recognition 
should also be practiced along with the recovery without looking at the panel, 
but just recognizing it by the feel of the flight controls, and the view of the 
outside flight sight picture. The pattern at some airports can get very busy 
and your ability to know your airplane from the outside view will keep your 
head outside where the danger is and not inside fixed on the panel.

Colin
KSFB
Sanford, FL

KR> Ailerons and stalls

[Joachim Saupe]

Colin,
excellent explanation! I was tempted to respond but you did a much better
job than I could have!
How is mother nature treating you?

Joachim


> [Original Message]
> From: Colin & Bev Rainey <crain...@cfl.rr.com>
> To: <kr...@mylist.net>
> Date: 7/10/2005 1:49:38 PM
> Subject: KR> Ailerons and stalls
>
> Netters
> It is a common mis-conception that you cannot use ailerons when either
practicing stalls or when actually experiencing stalls.  Young CFI's
typically make such a big deal about this that pilots mis-understand the
warning that goes along with the statement 
>

KR> Ailerons and stalls

[Dennis Mingear]

Thanks for the additional info.

I fly giders and it is possible to initiate a spin
during a stall by quickly deflecting the ailerons and
when flying any new plane considerable caution should
be excersized until the flight envelop has been
properly explored in a structured systematic way.

Denny ... 

--- Colin & Bev Rainey  wrote:

> Netters
> It is a common mis-conception that you cannot use
> ailerons when either practicing stalls or when
> actually experiencing stalls.  Young CFI's typically
> make such a big deal about this that pilots
> mis-understand the warning that goes along with the
> statement watch how much aileron you use when
> stalling.  The important thing to remember is to
> always stay COORDINATED. You can use full aileron
> deflection in any properly designed aircraft and
> will NOT induce a spin, because coordinated flight
> will insure both wings still stall equally. It is
> when you are uncoordinated, AND you apply
> significant aileron input that one wing becomes more
> stalled and begins the rotation of the incipient or
> beginning part of the spin.  As Mark Jones stated
> when the aircraft begins to try and rotate, applying
> opposite rudder first and judicious aileron will
> correct the situation just fine. A perfect stall
> execution except without being coordinated will
> always end in some kind of attempt of the plane to
> begin rotating due to this uncoordination.  Any
> pilot going through primary training right now will
> note that in the new Private Pilot PTS the applicant
> is required to demonstrate proper stall recoveries
> from power on stalls in turns up to 20 degrees. 
> These are found by the student to be routine during
> training due to the fact that if he/she stays
> coordinated, both wings stall the same, and the
> aircraft drops its nose level, and a normal recovery
> is experienced.  There is good reason we are
> training for these stalls now. Takeoff departure leg
> to crosswind, and crosswind to downwind turning
> stalls are on the rise in General Aviation, and are
> very dangerous due to the low altitude associated
> with their recovery.
> 
> All KR pilots should become GRADUALLY very familiar
> with the stall characteristics of their particular
> KR's in all weight and configurations (with and
> without flaps etc...) in order to be as safe as
> possible. Stall recognition should also be practiced
> along with the recovery without looking at the
> panel, but just recognizing it by the feel of the
> flight controls, and the view of the outside flight
> sight picture. The pattern at some airports can get
> very busy and your ability to know your airplane
> from the outside view will keep your head outside
> where the danger is and not inside fixed on the
> panel.
> 
> Colin
> KSFB
> Sanford, FL
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