Lookout……………………………..Make an inspection turn of 360º
15 Stalling
Before practice stalling complete check, refer to Paragraph 14.
At 658kgs (1450lbs – Utility Category) maximum AUW approximate stalling
speeds
are:-
Power off – Flaps retracted …………………..40 knots IAS
Flaps down 20º………………………………..39 knots IAS
Flaps down 35º…………………………...…...38 knots IAS
Power on under typical approach conditions….33 knots IAS
Stalling characteristics may be described as positive but gentle. In all cases
except the high speed stall there is little or no stall warning.
At the stall the nose drops gently and may be accompanied by a slight wing drop.
Recovery is immediate if the slight nose down pitching moment is assisted by a
relaxation of stick force while the height lost will seldom be greater than 100 feet.
The ailerons are effective at and beyond the critical angle of attack but use of
aileron to correct a wing drop should always be accompanied by use of rudder.
Slight buffeting is felt about 3-5 knots before the actual stall if the aircraft is
subjected to aerodynamic loading as in a high speed stall during a steep turn,
accompanied by an increased tendency for a wing to drop. Recovery is
conventional and normal in all respects and characterised by the relatively slight
loss of height, as in the former case.
Stalling speeds are decreased about 2-3 knots at reduced AUW, eg, with only one
person in the aircraft.
Pilot’s Operating Handbook VH-SJH Chapter 5
Handling
16 Spinning
Before practice or intentional spinning complete pre-aerobatic checks as in
Paragraph 14.
Entry in the spin is accomplished in the normal manner. To the left there is little
or no delay prior to the spin proper. To the right the aircraft has a definite
tendency to spiral and in some cases will not enter the spin proper unless opposite
aileron is applied. This is not recommended as part of the normal technique for
recovery takes slightly longer.
In the true spin the rate of rotation is fairly rapid and the nose attitude steeper
than 45º. There is no alteration or sudden change in pitch, roll or yaw, while
noise level is low except in the spiral which is characterised by moderate
fluctuations in pitch and rate of rotation, increasing airspeed and rattle, mainly
from the canopy.
Rate of descent is high, in the order of 4000 feet per minute and there is a
tendency for the propeller to stop in a true spin exceeding 3-4 turns.
Recovery from the spin is conventional in all cases where the centre of gravity is
within the allowable range. The technique is the same as for most other types of
spinnable light aircraft which is:-
FULL
opposite
rudder
PAUSE (count – one, two, three), then ease the control column slightly
and steadily forward until the spin stops.
Complete the recovery by easing the aircraft out of the ensuing dive.
The action outlined above will effect recovery within 3 turns, in most cases in
less than this. When rotation ceases the control column will be at the neutral or
central position. A slight increase in rotational speed and a nose-down pitch
movement as the control column is moved forward is normal and indicates that
recovery is imminent. All control forces are light.
The “Emeraudes” have been demonstrated to recover from sustained spins with
application of full opposite rudder and the control column fully back, thus
providing a measure of safety not encountered in some aircraft.
Pilot’s Operating Handbook VH-SJH Chapter 5
Handling
