> Just remember that if you do stall it will then tell you porkies until you
> unstall. The formula it uses is not valid beyond the stall.
Graham
Below is the response from the LRI people to your comment above.
> Once you have buried the
> needle in the Red and actually stalled the
> airplane, the gauge is still giving acurate
> information. While you were calibrating the
> instrument, one of the tests you do is to go
> out and do stalls. This will show you were in
> the red your airplanes wing will stall. Once
> you know this, just remember that it will
> always stall in that needle position. So, in
> your situation that you wrote about, when you
> have stalled, the needle is still measuring
> the lift in the wings. It just happens to be
> not enough for you to fly. The gauge is
> acurate even in the stall. It is still
> indicating a pressure differential between
> the leading edge port and the bottom port in
> the probe. The pressure differential just
> happens to be off scale low on the gauge we
> use. If we were capable of reading lower, you
> would see that you are indeed deeper into the
> same stall. But the point is, a stall is a
> stall. Once it says you have stalled, and
> once the wing has fallen, how much more
> convincing do you need. You are definitly
> stalled. The gauge is basically asking for an
> elevator position. If it goes down to the
> red, follow it. Push. If it goes up into the
> green, follow it. Pull. This of course is the
> procedure when on the approach. Its like a
> glide slope. If it is in the white, your
> laughing mate. During your stall recovery, as
> soon as you lower the nose, decreasing the
> angle of attack, the needle begins to move
> back into the white/green. As soon as the
> needle returns to the white area you can
> increase pitch.
Regards
Paul
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