NzTyphoon,
Why do you keep confusing individual research with an established standard for all????
You obviously cannot differentiate between the two.
It is a fact, there was not an
established standard for stability and control in the United Kingdom during WWII.
Glider,
You have constructed so many fantasies and misconception about this I don't even know where to begin.
Read the report. It is measured and defined.
What do you have an issue with?
You really don't need much to understand it.
You can read the plain English text for the warnings in the Operating Notes, right??
You seem to deny they exist and keep accusing me of making something up?
As for spin recovery, is it so difficult to understand recovery ends in a dive?
Read the Operating Note warnings!!!
Quote:
Although the POH is the primary reference for recovery from a spin, the following can be used as a general procedure:
P - Retard the throttle to idle. In most aircraft, power hampers the recovery.
A - Ailerons neutral. Many pilots will attempt to recover from the spin using the ailerons. This may actually make the problem worse.
R - Apply full opposite rudder. Apply rudder opposite the rotation of the spin. If you have trouble determining which way the airplane is spinning, look at your turn coordinator or turn needle. It will indicate the direction of rotation.
E - Apply forward elevator. Immediately after applying opposite rudder, apply a quick forward motion on the control yoke and hold anti-spin controls until the aircraft starts to recover.
D - Recover from the dive. Once you have completed the four previous steps, and the rotation stops, recover from the dive. The descent rate may be over 5000 feet per minute and the airspeed will rapidly exceed redline. Remember to neutralize the rudder after the rotation stops.
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http://www.aopa.org/asf/publications...tall_spin.html
Go out and do some spins in the an airplane, please!!
Make sure it is not approved to spin and leave the chutes on the ground. <joking>
