Kevin wrote: > . . .the original post which was about stalls, not about spinning but the > placard is "Characteristically incapable of spinning" not > Characteristically incapable of stalling".
Kevin, No sweat, your comments and questions are valuable. And, the subjects are tightly interrelated. For example, one of the best definitions of a spin I've seen goes something like this: A spin is autorotation which comes from a stall in which one wing is more stalled than the other. Coupes DO "stall" - sort of, the inboard part of the wing does, anyway. There is, in many conditions a "stall break" that can be pretty distinct. In other conditions, there's little or no stall break - it just burbles the nose up and down some. The wing root does stall. And, that stalled condition and the turbulence from it cause burbling over the tail which we feel. The reduction of center section down-draft from the main wing, due to that center section stall, is part of what limits the depth of the stall. A reason Coupes don't spin is that only a maximum of around 1/4 of each wing can stall so control is always maintained. We can't talk about Coupe "spins" or lack thereof without talking in detail about Coupe "stalls." I didn't come by my current opinions instantly by any stroke of genius or perfect reference. I dug and dug and did some flight testing and listened. And, I'm not at all sure that my current analysis is fully right or complete. A lot of things in aviation involve multiple factors interacting in a dynamic way (much like the economy). You can't just predict what will happen if you do one thing. Doing that thing will affect the other thing which washes back on the first thing and also affects things three and four, and on and on. So, I welcome continuing discussion and disagreement as we discuss stalls and spins. We'll keep it civil, friendly and supportive and end up knowing more than we do now. Ed
