Not much. In the real world, a light airplane will start responding and never see the 15 kt speed change. In a heavier airplane, windshear is more of a problem because of higher inertia. In airline operations, during a critical phase of flight, like takeoff and landing, a -20 kt windshear can trigger a windshear alert which requires the pilot to perform an escape maneuver.Originally Posted by Steve Jeff
Perhaps if he was practicing minimum controllable airspeed when the shear occurred....even then recovery would be a non-event.If the pilot did increase the angle of attack, his stall margin might decrease to critical if it was already high before he pull the yoke.
A 2g load increases the stall speed by ~40%. It's harder to apply a sustained 2g load than you realize, a momentary event doesn't count. So you can fly a 172 at 75 kts, which is pretty slow, apply a 2g load and it won't stall because it's still within the flying envelope.There were moments when I felt the G for a few seconds, I think a few seconds would be enough to stall the airplane. If I suddenly pull the yoke, I can stall accelerated the plane in less than 1 seconds. Why the gust doesn't?
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