On Wed, 13 Sep 2006 18:34:07 +0200, Mxsmanic <mxsmanic.DeleteThis@gmail.com>
wrote:
>Dallas writes:
>
>> It sounds like you *are* stalling the aircraft. The "beep" (stall horn)
>> indicates that your wings are achieving a stalled state.
>
>Then why can't I continue to pitch the nose up? I can do it on other
>aircraft.
>
>> When your nose pitches down you are actually performing something called a
>> "stall break".
>>
>> Aircraft are design to have their center of gravity forward of the center of
>> lift. Before your wings run out of lift, your elevator will run out of
I've never flown one yet that didn't still have some elevator
authority in the stall. In a Cherokee 180 the controls still appear
to be working normally with the elevator still having the ability to
raise and lower the nose and to use the ailerons in turns. Everything
appears normal except for a bit of stabilator shake and one whale of a
descent rate. You don't even think about touching the ailerons in
the Bonanza when in a stalled condition.
>> sufficient air flow to counteract the nose heavy condition of the aircraft
>> and the nose pitches down.
IRL you can do a departure stall (power on stall) in a Cessna 150,
172, Cherokee 180, and the Bonanza family without the nose dropping.
IE you can hold it up although it takes some practice in the Bo or you
are going to end up inverted.
To break the stall, do not push the yoke forward. Just release enough
back pressure to let the nose down the horizon. With practice you can
do departure stalls with no loss of altitude (done that in both the Bo
and 172) and with little of no loss on power off stalls. Again I've
done this in both the 172 and Bo.
Power off stalls in the Bo can be done with out the nose dropping
below the horizon, but it's a real hand full holding it there. It'll
take on a new personality and disposition and behave as if it's trying
to toss you out. It'll shake, the nose will make 20 to 30 or even 40
degree excursions, (kinda like a dog sneezing repeatedly) and it'll
do its best to drop a wing and roll inverted into a spin. However with
practice you can learn to hold it in the stall and keep it greasy side
down.
OTOH when the stall breaks if you ease off on the back pressure while
adding throttle it's very well behaved. Just don't jam the throttle in
to recover from a stalled condition or at Vmc as you might in a 150 or
172.. That is guaranteed to remove the boredom from your day.
>>
>> This is usually a good thing unless you are at a low altitude.
>>
>> What were you expecting the aircraft to do in a stall?
>
>I was expecting it to continue pitching upward, like other aircraft
>do.
Do you mean you expect the nose to continue to increase the pitch
angle, or do you mean hold the current angle?
Depending on the attitude the aircraft is in when it stalls, most
light aircraft will drop the nose slightly, but easing off the back
pressure on the yoke while applying power should make recovery
possible without the nose ever dropping below the horizon.
I've never flown a Baron, but there were several on the field and the
comments were they feel just like flying a Bo but with a bit more
inertia due to the heavier weight.
The Baron adds an extra 400# plus in just the second engine and it
carries more fuel than the Bo. So the Baron has a lot more inertia in
stalls which are usually practiced at substantial altitude. I believe
the fuselage is the same as the longer Bo, but as I recall the wing
and tail are stronger. The Bo and Baron both use the same control
surfaces.
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com >> Stay informed about: Does the Baron 58 really have a stick pusher? 
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