numeruous STC's and Flight Characteristic's

[aviationinfo]

Actually Phil, what I was describing in my experiment was an uncoordinated stall to the extreme. I was maintaining altitude, I had all the classic signs of a stall, (buffet, very low elevator control force, etc) it just didn't drop a wing. What's the difference between keeping the wings level with a little bit of aileron while using too much rudder--- as in what I think you meant about a moose stall---and keeping them level while using a LOT too much rudder? One wing's going to stall first, right? I mean, you'd think that with one aileron spoiling lift at a ridiculous rate that it's wing would let go first.

Am I wrong? Maybe the problem is that I'm not in enough of a bank?

Thx for your explanation.

Andrew

 

[aktango58]

We don't have many Meese in SoCal, so the stall is less of a problem here - but it would be a nice thing to thoroughly understand.

I believe the Kalifornia version would be a Bikini or Brestical stall :lol: :lol:

 

[adelaidebiplanes]

Very interesting discussion, something I demo to every student that we teach is the stall out of an uncoordinated climbing left turn. Set the aeroplane up in a 15 to 20 degree climbing left turn , over rudder a bit and hold off the bank with opposite aileron and SLOWLY come back to the stall stick position and watch the aeroplane tuck into a classic spin entry with little or no warning. Height loss is usually 3-700 feet and Cubs in particular go quite steeply nose down. This demo is eminently repeatable with Super Cub , Sport Cub , C172 , etc etc . They will all do it if you get those conditions just right(wrong?) To my mind this fits the scenario of a pilot entering a turn , feeding in the power being a bit slack with his feet , and pulling a bit more than usual to tighten the turn , all it takes then if a big gust OR an encounter with your own wake turbulence and the aircraft will readily spin.
Try it up high , ensure you are recovered by 3000 agl and be fully conversant with your spin recovery techniques.

 

[CuBob]

thanks for all the replies and information. Has the tundra tires had any adverse effects on the stall's also with the 180 horse engine and a MT prop cause any unusual effects with a full power departure stall.

 

[aktango58]

thanks for all the replies and information. Has the tundra tires had any adverse effects on the stall's also with the 180 horse engine and a MT prop cause any unusual effects with a full power departure stall.

Good question.

I will supply the tires if you send the rest of the stuff and I will let you know. 8)

 

[mvivion]

wana,

Back a few years, a fellow in Washington tufted a Super Cub and flew it with several sizes of tires, complete with video. He noted NO ill effects with ANY of the tire sizes (and he used a set of the old 36 inch Goodyear Airstreaks), from 6.00 up to 36. At about the same time, flight tests were done in the Anchorage area on a USDI Super Cub on various size tires, by Penny Nixon, if I recall correctly. Again, no ill effects were documented other than a slightly reduced cruise speed and climb rate with the bigger tires.

At about that time, the FAA Alaska Region came out with a "suggestion" (actually a dictum) that big tires were what was causing all those moose stalls.

They weren't.

I can't imagine how an MT prop could contribute to any ugly operating characteristics for an airplane, other than they may move the CG. Keep it in CG, and it should be fine.

MTV

 

[JimC]

If your wings were trying to roll level, you were stalling out of a slipping turn. That is not a moose stall.
A moose stall is out of a skidding turn, and the low wing tucks under. Much less time to recover.