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Looks like an event of some type.

Cloud Ahoy shows 3D tracks over satellite maps. When you are stalled for a while, the track looks like a gentle descent. I imagined it would look like a steep descent.

This kind of illustrates why I think it is best to train for stalls by putting the stick well forward and fast. If you are practicing stalls, easing the stick forward will break the stall, but if you are taken by surprise, you need to act faster and more. When the plane started turning left, things were so far gone that big correction was needed and fast. The last thing that guy needed was a memory of his instructor chiding him for losing too much height on recovery. I am not worried that you might lose 200 ft when you are 100 ft above the ground. Even a full stalled aircraft has a MUCH bigger horizontal velocity that a vertical velocity. Hitting the ground fully stalled is way better than hitting the ground nose first. If you are descending at 500 fpm, you are descending at 5 knots. So if you hit the ground before you have broken the stall, you will survive unless you hit something. If you spin in at 40 kts, you hit at 40 kts. This is a safety issue, so I welcome dissenting views..

Is there any use for these things if you have gps in your iPad? Genuine question.

So, how much?

600 mph is 520 kt.

I wonder if trying to land nose-high will cause accidents by people accidentally running out of lift when they are too high and stalling?

IMHO, the big problem with this technique is what will happen when the engine fails…

Suppose you take off into the wind, have an engine failure and turn 180 degrees as you descend. In this case, your tail wind will decrease as you approach the ground, thereby actually increasing your performance! The air moves slower closer to the ground. And Im not sating the effect is big. It’s like the Stinson crash, climbing with a tail wind, but different. F10 is incorrect (as we all are from time to time) but at least he’s polite about it!

This is not true. It definitely feels true, and I didn’t realise your mistake until I read Thruster’s comment.

How much will it cost to install?

first decide what size you want. I have a high wing and putting the ipad on the wing root above the passenger’s head keeps it out of the glare.

I think four “i” symbols in response to a post is a record.

And this is the convo. Hello are you working for rotax? if not , do you like this monopoly , since 30 years ? don't you like a good competition? , in order to get some better engines , with lower price?? Le 14/05/2022 à 04:24, Andrew Nielsen a écrit : To clarify. Air K is retailing the motors which are made in China.

Too, the sooner the nose is down, the sooner you can add power.

Which, of course, is the opposite of recovery with no/minimal loss of altitude. If I remember correctly, airline pilots are taught to get a bit of negative G with stall recovery. I (with all my 170 hrs) think that it is better to train to get the stick well forward so the airplane is definitely flying again than to finesse it. In a stall on final or take off, the last thing you need is your instructor’s words in your ear stopping you putting the nose down. A flying instructor told me they recently had a student put the plane nearly vertically down on stall recovery. I think in general, with stall accidents, the issue is always the stick not far enough forward, not too far forward.

If I recall correctly, in a Decathlon, if you have power on and pull the stick straight all the way back, you get buffet straight away and if you keep it pulled back, you might get a tail slide, which is not what it is rated for. I’m not saying you couldn’t be examined for a power on stall in a Decathlon.

Very true. I half think that if an examiner asks for a stall, you should ask, “Would sir like a buffet or a wing drop?”

Airport regulations are too large to all be in the ERSA. I suspect that if you kept violating councils rules, they could ban you from the airport and that CASA would get you under some general rule about flying safely. Disclaimer: I dont know what Im talking about.

The solution is AND, not OR. In other words, they are not mutually exclusive. Furthermore, practicing slow flight and stalls could help you recognise decaying airspeed.

I suggest you ask CASA in writing ( unless someone here thinks that that could do more harm than good)

Excellent. Now can you tell me *exactly* where it is that a stall ends and a spin starts?

People are saying to maintain your airspeed, and that is the long and the short of it. That is true. BUT the central principle of safety is to have backups so that if one thing goes wrong something else will prevent an accident. That is the basis of the Swiss cheese model, where, if the holes line up, an accident happens. So, the safe thing to do is concentrate on airspeed AND recovering from stalls and from spins. People who have done spin training reckon it is useful. People who haven’t don spin training reckon it isn’t. What does that tell you? Benefits if spinning includes making it less likely that you will freeze if you get out of usual attitude. And it makes that zone between stalling and spinning less mysterious. The way people on here talk, you’d think there was no space between stall and spin. Another way of looking at this is that since people are still dying from stall and spin, whatever the training there probs should be more. The more/better the training, the safer you are.

The above is certainly true.

Stalls are scarier than spins. There's your proof. 😀