Quote:
|
Now hopefully you will be able to explain to us all exactly what are the mechanics involved in complete stall/spin avoidance once a slatted wing has been taken beyond it's maximum angle of attack?
|
Now your trying to morph the discussion into something else.
You keep confusing "anti-spin" device with a spin resistant airplane.
Spin resistant airplanes employ anti-spin devices such as wing cuffs, LE slats, and slots to build spin resistance.
What you are missing is the ability to put it all together. If we were talking about the entire wing being able to stall at once, then the airplane will enter a spin.
It takes a lot of work to do that in a Bf-109 by design.
First of all, only the outboard portion of the wing receives the benefit of the slats in the Bf-109.
In any airplane, the most desirable stall progression is for the wing root to stall first and the tips to stall last.
This leaves the wingtip unstalled and the ailerons effective.
The next feature of the slats is the automatic deployment. Air pressure operates the slats and they will deploy to exactly the position the wing requires for a given condition. That is why in a skid, they will asymmetrically deploy. For some reason, gamers tend to think "asymmetrical" deployment of the slats is a bad thing, it is not unless there is a malfunction of the slats. Instead, the slats deploy to exactly what the wings need automatically and unless the pilot looks out and is somehow psychologically disturbed by seeing the slats out at different amounts, the airplane skids normally without noticeable effect.
The last feature in the Bf-109 is the elevator control is set up so that with the wing root stalled, the pilot cannot continue to raise the nose. The Socata Rallye is designed that way as are many aircraft.
The designer uses control design to keep the pilot safe by limiting the moment the elevator can produce about the CG. This way, the wing tips remain effective throughout the stall. Cessna does this in a C-172 as well. Again, it is a common feature in a properly designed aircraft.
Now, Mtt did have to demonstrate spin entry and normal recovery in the Bf-109. They did this by adversely loading the aircraft to its rearward CG limit and modifying the slats to be pilot controlled. In other words, the airplane was at its rear most CG limit and the pilot could lock the slats so they did not deploy.