I go from the typical descent speed of 800 to 1000 in a power off glide to about 1500 to 2000 in the spirals. For long descending spirals, you need to STABELIZE buy getting the right airspeed so you are not accelerating at to high a speed, or decelerating and stalling at to slow a speed. The accelerating spiral can get you in trouble because you come out if it too fast. Note at a 60 degree bank, your stall speed goes up 40% in this wing from 40 to 56, big increase.
That roll reversal mid spiral was Pretty awesome and showed very well on video. Just goes to show how effortless and quickly spirals can be stopped.
You mentioned avoid stalling. I just wanted to add that it is the low wing that will stall first with the control bar much further back (up to 7-8”) from the normal bar position for stall in S+L flight.
Yes in primary training I demonstrate the stall in a spiral at a very high AGL to show the recovery same as a spiral. Weight make a big difference. Just me at 140 LBS it is very difficult to stall even with the bar fully forward. I really have to crank up the bank angle to stall (as Larry sez yes the inside wing). Put at 250 pound bruiser in with full fuel and much easier, control bar maybe 4 to 6 inches from front strut. So lesson here, weight, bank angle and bar position all work together in creating a stall/spin in the trike. Yes one wing stalled in a spiral is a spin. Note I DEMONSTRATE the stall in the spiral and do not expect nor encourage any pilot to do this on their own. Only the (non Stalled) spiral recovery is required for training and the checkride. I always do spiral recovery for the flight review. I hope all other instructors do the same.
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A short sequence from the upcoming Loretta flight to Lake Tahoe and deep into Desolation Wilderness.
Paul what was your descent speed on the spiral dive. She seemed to really enjoy it!
I go from the typical descent speed of 800 to 1000 in a power off glide to about 1500 to 2000 in the spirals. For long descending spirals, you need to STABELIZE buy getting the right airspeed so you are not accelerating at to high a speed, or decelerating and stalling at to slow a speed. The accelerating spiral can get you in trouble because you come out if it too fast. Note at a 60 degree bank, your stall speed goes up 40% in this wing from 40 to 56, big increase.
That roll reversal mid spiral was Pretty awesome and showed very well on video. Just goes to show how effortless and quickly spirals can be stopped.
You mentioned avoid stalling. I just wanted to add that it is the low wing that will stall first with the control bar much further back (up to 7-8”) from the normal bar position for stall in S+L flight.
Yes in primary training I demonstrate the stall in a spiral at a very high AGL to show the recovery same as a spiral. Weight make a big difference. Just me at 140 LBS it is very difficult to stall even with the bar fully forward. I really have to crank up the bank angle to stall (as Larry sez yes the inside wing). Put at 250 pound bruiser in with full fuel and much easier, control bar maybe 4 to 6 inches from front strut. So lesson here, weight, bank angle and bar position all work together in creating a stall/spin in the trike. Yes one wing stalled in a spiral is a spin. Note I DEMONSTRATE the stall in the spiral and do not expect nor encourage any pilot to do this on their own. Only the (non Stalled) spiral recovery is required for training and the checkride. I always do spiral recovery for the flight review. I hope all other instructors do the same.