On Jan 22, 11:31*am, Bertie the Bunyip wrote:
It's actually more limited than that. *For example, airplanes with
aileron-rudder interconnects (springs/bungees, not hard links like the
Ercoupe) will make it difficult (or impossible) depending on the
design to determine which rudder is the one offering resistance (they
both will, to different and varying degrees, since the boundary layer
will have separated and the ailerons will be in the chaotic region).

You´re now into a region well beyond what a private pilot entering an
accidental spin will be able to digest during the event, unless he
gots quite a few hours of spin training.

That's rather the point. Muller-Beggs calls for the pilot to feel the
rudders, and to press on whichever rudder offers resistance.
Unfortunately, in an airplane with interconnected rudder and ailerons,
both rudders will offer varying resistance in the stall/spin. An
experienced pilot with sensitive feet might be able to sort it out,
but he probably wouldn't get into the situation in the first place
unless intentionally flirting with that edge of the envelope, and in
any case would know the correct recovery. So yes, that's my point -
for a typical private pilot entering an accidental spin in an airplane
equipped with rudder-aileron interconnects, the Muller-Beggs recovery
won't work, even though the elevator is conventional. Thus my point
that it is even more limited than Stefan noted.

Michael