Originally Posted by
USMCFLYR
And that is what I liked......a direct readout. A gauge or a number on the HUD/EFIS/etc. Just doing the winds ear/CFIT recoveries in the might radar equipped and pressurized King Air would have been better if I had had a reference to pull too!
Not knowing if the PF was still pulling back on the stick would have been easy to tell with some direct feedback of Alpha as FastDEW points out.
USMCFLYR
I never really understood it in this case though... if the nose is pointed up, and you're going down that quickly, the AOA by simple geometry has to be extremely high. You are having massive airflow separation. Either you are in a deep stall, or the wings of the airplane are ripped off. Definitely not an overspeed situation in the airbus.
I remember as a kid reading about the X15 crash that ended the program. This guy was up at the edges of space, and if he lost heading, increased his angle of attack or increased yaw angle he would reenter thicker air in an aggravated stall, which is exactly what happened one time, and the guy never recovered and died. In his plane, however, getting laminar flow over the wings once in a deep stall/spin may have been impossible, and the airplane could stall at minimal AOA with its little stumpy wings.
Nevertheless, that vertical speed for that long, with nose up on the AI, can only mean very high AOA and deep stall.
+2 on the aerobatics training for everybody. Nice video of a flat spin, love the "snap" of the flow returning. Nose flat, going down fast.
Upright flat spin - Extra 300 - YouTube