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Stalls and spins in the 260se

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  • Stalls and spins in the 260se

    Anticipating 21396 to an absurd degree, I was wondering how the canard changed the stall break and recovery. Anyone ever try to spin the plane?


    Never tried to spin it, but it just bobs up and down in a power-off stall.
    Power-on stalls have an impossibly high pitch attitude so I didn't explore the


    Never tried a spin. Todd says it does not spin
    well. Has a tendency to mush through it since it wants
    to fly, not stall. Power off stalls are
    unremarkable. Matter of fact, if you are unfamiliar with the
    plane and they are being demonstrated to you, it is
    quite difficult to tell you are in a stall (except for
    the horn blaring and the airspeed below 40mph). The
    controls still respond. Have been unable to do an
    accelerated stall. Probably because my control inputs have
    been too slow. It just keeps climbing and turning.


    I agree that accelerated stalls are hard to do.
    The closest I have come is getting an intermittent
    stall warning horn at 45-50 KIAS in a steep (30 degrees
    or more) turn. However the stall warning sounds well
    in advance of any approach to stall in my
    experience. Note for newbies, if you want to do a
    steep turn at ~55 KIAS, enter the turn at no less than
    60. The bit of backpressure required to maintain
    altitude will slow you to 55 or less. Was once
    asked by a controller at SMX to do a 360 on short final
    (1/2 mile) to make room for a lazy DC9 captain to get
    his crate moving once cleared for takeoff. I was
    already in the final landing configuration: flaps 20+,
    aft trim, and 55 KIAS. In any other plane I would
    have said "unable" and gone around, but we complied,
    doing a 360 at about 200' AGL, 45-50 KIAS. Although I
    heard the warning chirp once or twice, there was no
    hint of loss of control. Not sure I would do it
    again--it would have been more fun to tweak the DC9 crew
    about their laxity causing a go-around anyway--but it
    was a comforting demonstration of the plane's
    capabilities. Any of you folks know about installing
    vortex generators on a 260se?
    Kevin Moore
    Former 260se/stol Katmai with BRS owner; planeless for now

  • #2
    Todd replies

    I took the 260SE through some spin trials for a
    military contract we looked at back in the mid 1980's. It
    was impossible to get a properly rigged 260SE into a
    spin with the power off. With almost full power, and
    extremely high angle of attack and with what I would call a
    snap roll type of entry it was possible to get a spin
    entry but with full power/and full control input left
    in the 260SE would always fly out in one half of one
    turn. Impossible to hold it into a spin. Remember
    during slow flight to have the airplane level. If you
    can see over the nose no amount of cross controlling
    at 50 to 55 kts will ever produce a stall or spin.

    At the optimum loitering speed of 55 kts most any
    angle of bank can be safely utilized. One must remember
    however that as the bank angle increases you must apply
    more power to compensate for the loss of lift
    component. I've made turns with bank angles of 60 degrees
    safely at 55 kts. Climbing turns are pretty much the
    same. Immediately after take off we can of course make
    an immediate turn once 50 kts has been reached.
    Usually the trade off is in do we want more climb or a
    tighter turn radius. Generally I will either take off and
    roll into the turn and instead of climbing at a
    reduced airspeed I will hold altitude and let the speed
    increase throughout the turn (more safety) or I will
    reduce the bank angle (keep more of a lift component)
    and then climb. Both of these options are very safe
    and will provide you with an out should an engine
    problem develop. Todd
    Kevin Moore
    Former 260se/stol Katmai with BRS owner; planeless for now


    • #3
      Part 3

      I have also noticed that if one wants to do a
      steep turn at 55 KIAS without adding a lot of power,
      one can begin the maneuver at 60-65 KIAS. As you add
      back pressure on the yoke to maintain altitude, your
      airspeed will drop to the 50-55 KIAS range.
      Kevin Moore
      Former 260se/stol Katmai with BRS owner; planeless for now