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vranac
Jan-09-2014, 12:46
With a lot of help from google )

Stall
Unintended stall
(at all altitudes)

108. Spontaneous fallout of the aircraft into a stall is always the result of mistake in piloting technique: by pulling the stick to hard at any mode of flight ( especially in turns and in vigorous exit from a dive).
At higher altitudes, especially when climbing, in flight at higher angles of attack a fall in
a stall occurs abruptly , airplane stalls sharply and vigorously.

Stall behavior

109. The aircraft falls in the left side stall when gliding with neutral position of the pedals and the stick pooled back at 1/4 of the throw . Aircraft stalls when pedals are in the position at 1/4 of the throw into the direction of the stall and the stick pooled 1/4 back from the neutral position .
The aircraft falls in the right stall when gliding and the pedals are at the half of the travel in the direction of the stall and stick is in the middle between neutral and terminal position toward yourself.
Up to two turns aircraft is spinning uniformly. The stick aspire to move towards the seat. The force is needed to keep the stick in previous position.
The aircraft stalls with slope towards the horizon at the angle of 60-75* ; staggering of the nose is around 10*.
At stall the loss of altitude for one turn with exit from a dive at 400 km/h is 600-700 m. The loss of altitude for two turns is 1000 m.
At higher altitudes the loss of altitude for one turn with the exit from dive is much higher. Left stall is more vigorous than right one.

Coming out from a stall

110. To bring the aircraft out of a stall in principle it's necessary to push the pedal to counter the stall rotation, then push the stick toward neutral position. When the rotation of the aircraft stops immediately put pedals in the neutral position. Keeping the pedals in the extreme position with very small forward extension of the stick can lead to a reverse stall.
Noncompliance in consecution when managing controls (leg-stick) can lead to delaying coming out of a stall.
When the rotation of the aircraft stops because of gaining speed in a dive and coming out of a dive aircraft spontaneously strive to go on higher angles of attack, where pressure on the stick is rising.
In that moment it's necessary to restrain the aircraft from transition at high angles of attack and smoothly release the stick when coming out from a dive.
Attempt to speed up coming out from a dive can lead to repeating a stall. With accelerated coming out from a dive aircraft is throwing from wing to wing. That shows too hasty movement of the stick when coming out of a dive. To avoid repeated stall in such cases it's necessary to push the stick little forward and then gently take the aircraft out of a dive.

With correct management of the controls aircraft is coming out from a stall normally and without delay .

Rules for bringing the aircraft out of a stall
(for all altitudes)

111. When the aircraft falls into a stall don't pull the stick back, keep it around neutral position.
To bring the aircraft out of a stall in principle it's necessary to push the pedal to counter the stall rotation,
then push the stick toward neutral position.
When the rotation of the aircraft stops immediately put pedals in the neutral position and keep the stick from yourself on the neutral position. When gaining speed 350-370 km/h smoothly bring the aircraft in horizontal flight, counteract its tendency to come out from a dive too quickly.
If the aircraft is throwing from wing to wing when coming out from a dive that means that coming out was too hasty. In that case it's necessary to push the stick and bring the aircraft from a dive more smoothly.
If the aircraft doesn't come out from a stall then adjust the controls for exit and smoothly give full throttle.

Note: Aircraft LaGG-3 equipped with slats allows more rough mistakes in piloting technique and is reluctant to fall in a stall.


http://www.dodaj.rs/f/1Q/K3/1DkzKNIg/post-4860-0-11343500-138.png

After takeoff hold the aircraft till speed 250 km/h and on that speed climb to 100 m , considering that after takeoff with flaps down
the aircraft draws nose down ( "hangs" on the stick). Retract the flaps at the altitude of 100 m.
Further climbing perform at speed of 270 km/h.

Tycoon
Jan-11-2014, 10:19
Thanks vranc, I have to ask though, was there anything about the lagg's roll rate in there?

vranac
Jan-11-2014, 10:26
No,there's only info about turns.


Turns
98. Turns with a roll 60-70* execute at speed of 320 km/h. When performing a turn balance the plane with trimmers for level flight.
With coordinated movement of the stick and pedals bring the aeroplane into a turn; in the same time with increasing roll push the throtlle so when the roll is 60-70* throtlle should be on full.
When exiting from a turn lower the throttle to normal. In a left turn the aeroplane strive to increase roll which is easy to parry with the stick. In a right turn the aeroplane lowers the nose
which is easy to parry with the pedal opposite to the direction of the turn.
The aeroplane is stable when turning. When the stick is pulled too hard the aeroplane lose transverse stability and strive to go out of a turn.
With further pulling the stick the aeroplane falls into a spin.

For performing a turn with roll 60-70* is needed 22-23 seconds.