Except that little to no stall warning is an example of bad stall characteristics. Your unwillingness to comprehend that doesn't make it not true.
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Not exactly an earful.
Obviously I don't. Pardon me for wasting your valuable time.
As I understand it an aircraft can hold both properties, the Fw 190 was completely predictable and nice to fly in low "g" flying but would let go in a spectacular way when pushed in high "g" power on situations.You evidently don't know what stalling characteristics are.
How much warning a aircraft gives before it stalls is one of the more important stall characteristics.
When you're in the middle of a dogfight, you have to have you eyes outside the cockpit, not looking at the airspeed gauge, turn and bank, etc.
A aircraft that gives you no clue it's about to depart controlled flight isn't considered to have good stalling characteristics.
Good stalling characteristics, just not much warning.
A number of post war or even jets in the 60s had artificial stall warning devices installed, like stick shakers, that would artificially shake the control column if the airspeed got too close to the stall speed.
See. Stick shaker - Wikipedia
In many pre WW II or WW II aircraft the aerodynamic forces were such that the ailerons would snatch and shake the stick side to side near the stall, in others the elevator would oscillate givng a for and aft shake to the stick. Other aircraft just have part of the aircraft vibrate or make drumming noises(?). Some planes just sort of mushed. Obviously on aircraft without powered flight controls (which are almost always irreversible (moving the flight control surface outside the plane will not move the stick in the cockpit) it was a lot easier for the pilot to feel these movements of the control surfaces through the stick giving the pilot warning of the impending stall.
The F4U might have had a worse stall than the P-39 (dropping one wing rather sharply) but may have given more warning.
I understand that it had stalling characteristics that were worse than most other aircraft.
Good stalling characteristics, just not much warning.
Except that little to no stall warning is an example of bad stall characteristics.
I think very few people who don't fly can truly wrap their head (and their gut) around "departure from controlled flight" as an experience. The gentle straight ahead pitchdown of a straight and level practice stall is so removed from a "departure" under G load as to seem almost unrelated to each other. A walking pony vs a bucking bronco. Even docile planes like a 152 or 172 can give you a pretty convincing rendition of a "departure" if you push them hard enough (only do this in Utility Category W&B conditions). A useful tool when dealing with an arrogant student who's gotten a bit too big for his britches. The T34 could really rattle your fillings and smack you against the canopy if you abused it under G load, while swapping sky for sea several times in quick succession. And it was just a glorified Bonanza. Someone should take our favorite Xpurt up and let him experience it for himself.The very definition of poor (make that very poor) stalling characteristics, in one line.
I think very few people who don't fly can truly wrap their head (and their gut) around "departure from controlled flight" as an experience. The gentle straight ahead pitchdown of a straight and level practice stall is so removed from a "departure" under G load as to seem almost unrelated to each other. A walking pony vs a bucking bronco. Even docile planes like a 152 or 172 can give you a pretty convincing rendition of a "departure" if you push them hard enough (only do this in Utility Category W&B conditions). A useful tool when dealing with an arrogant student who's gotten a bit too big for his britches. The T34 could really rattle your fillings and smack you against the canopy if you abused it under G load, while swapping sky for sea several times in quick succession. And it was just a glorified Bonanza. Someone should take our favorite Xpurt up and let him experience it for himself.
Well actually, hard rudder against the rotation. Planes can spin to the right, as well, you know. Docile, lightweight General Aviation aircraft usually recover by relaxing the back pressure on the yoke, but heavier, higher performance planes often require a positive forward push to break the stall. Especially so if they're tending to flatten out in the spin.Read somewhere a long time ago that spins could be recovered from by letting go of the stick and giving the plane hard right rudder.
I had no intention of rebutting or correcting you. I was just affirming your observation of the nonsensical nature of Xpurt's assertion.I hear you. I was not trying to compare a controlled induced training stall to a real departure from controlled flight. All stalls I have performed were always controlled. My point was only that our friend is contradicting himself.
Bill was in combat training in June 28th, 1943 when he had his first crash, at the controls of an Bell P-39 Airacobra, which went into a dreaded flat spin, a condition uniquely devastating for the model and which claimed many a pilot's life. Bill and his squadron-mates were practicing aerobatic maneuvers when his plane strated tumbling and he couldn't control it. Bill went to release the Airacobra's doors but the air pressure prevented them from opening. He finally managed to get a knee against one door with his shoulder against the other, trying to overcome the pressure, and the moment he got out, he pulled the ripcord on his parachute. The moment the chute snapped open Bill found himself standing amidst the wreckage of his plane right by the propeller. He was so close to the ground when he escaped his doomed plane that none of his flight-mates even saw his chute deploy, Bill belives he was perhaps the first pilot to survive the crash of a tumbling P-39, and he made a point on tracking down the man who packed his chute to personally thank him for a job well done.
I thought that story was a bit simplistic. That procedure had fit in entirely too close to my "do nothing" approach to life.Well actually, hard rudder against the rotation. Planes can spin to the right, as well, you know. Docile, lightweight General Aviation aircraft usually recover by relaxing the back pressure on the yoke, but heavier, higher performance planes often require a positive forward push to break the stall. Especially so if they're tending to flatten out in the spin.
Read somewhere a long time ago that spins could be recovered from by letting go of the stick and giving the plane hard right rudder. This was developed by a pilot who bailed out his spinning plane only to see the empty plane recover by itself.[/QUOTE
Pilots had figured out how to recover from spins several years before pilots started using parachutes.
I think very few people who don't fly can truly wrap their head (and their gut) around "departure from controlled flight" as an experience. The gentle straight ahead pitchdown of a straight and level practice stall is so removed from a "departure" under G load as to seem almost unrelated to each other. A walking pony vs a bucking bronco. Even docile planes like a 152 or 172 can give you a pretty convincing rendition of a "departure" if you push them hard enough (only do this in Utility Category W&B conditions). A useful tool when dealing with an arrogant student who's gotten a bit too big for his britches. The T34 could really rattle your fillings and smack you against the canopy if you abused it under G load, while swapping sky for sea several times in quick succession. And it was just a glorified Bonanza. Someone should take our favorite Xpurt up and let him experience it for himself.
I was out for last flight of the day with one of the working students from the youth program collecting his compensation for the day's labors. Thermals were dying down, but there was a strong westerly flow aloft and the tug dragged us over under a lenticular WAY above, found us some nice lift, "rocked us off", and headed for home. There we were in a high speed elevator that seemed endless and were soon above all terrain within hundreds of miles, when the kid in front goes: "Hey, look at that cloud deck creeping in!". A cap cloud was rapidly forming above the mountains in front and below our altitude, and expanding outward towards us.Never saw him again, result all round. Practice over theory in one lesson, but to be fair spinning at about 1,500 to 2,000ft is a little