Turning Stalls can go BAD and become Accelerated Stall demos
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- เผยแพร่เมื่อ 11 ก.ย. 2024
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In this video, join Austin and I as we work on turning stalls. I show him how I often see turning stall demos become accelerated stall demos because pilots don't anticipate the over-banking tendency of the airplane. Learn how to avoid this common mistake. Fly Your Best!
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*Special Thanks to Michael Bizar for providing music. Most of the music in this video is composed and performed by Michael.
My flight school experience with instructors is pretty sour, most are instructor just for hours, but sir, you are the one who is making sky a safer place.
Time Builder CFI is called.
Yes, there are way too many CFIs who are just in it to get the hours.
@@davidsandell7833 - they dont really care if you crash later on due they cut corners. They will be gone from that airport forever. Get older career CFI's instead.
@@feetgoaroundfullflapsC Yep, Not the young Millennials. Most of them are self centered and just want hours and over charge you. They cut corners as I stated. I am on my 3rd flight school and have 20 wasted hours of training with the old school.
I hope not only students, but pilots realize the benefit of these excellent videos. I’ve been a pilot since the 80’s, but am still a “student”. Even this video, generated thinking I haven’t done in some time. I have enlisted instructors many times over the years, when I just wanted another point of view and wanted to re-visit training from years past. This one hit home, due to an unintentional, accelerated stall and partial spin I caused, not long after solo. Altitude and proper recovery saved me, but barely. It almost ended my flying career and taught me a lesson I carry to this day. I’ve shared the entire story many times to new students, hoping they may benefit. Thank you Jason, for sharing the valuable content on your channel. I learn from every single video and for that, I’m grateful. Safe skies ! 🇺🇸🛫
A proper sense for AOA would have prevented that.
The idea, that above stall speed and below manoeuvring speed you are allowed to be ham-fisted is a misconception that I don't really understand how it became popular (even among glider pilots: but, but I was above stall speed!?)
Thanks Randy, it's nice to hear that from an experienced pilot like yourself. That story about your unintentional accelerated stall / spin is scary. I tend to put the blame for that sort of thing, in part, on the CFI. Anyway, obviously you were taught to deal with it properly and it only "almost" ended your flying and did not in fact end it. Good on you. Thanks for the comment!
The Finer Points While training to my Private, I had 8-9 different instructors, due to instructor turnover at the school. That’s a good thing and a bad. The varied teaching styles and viewpoints were good, but changing concepts created confusion. Ultimately, it was not the fault of any of them, it was mine. I “caused” the incident and even though I recovered too close to the ground, I made several mistakes. I was comfortable and didn’t “need” the extra altitude (I thought) and I lost focus, which can not happen. But, I got a chance to learn from it and do it again, the correct way. That day did me more good, than any other day in an airplane.
How you kept yourself from reaching over and peeling the plastic off the lightspeeds is beyond me. Excellent self control! ;)
Great video!
Robert Sogomonian I was just about to post this but you saved me the time. 👆🏻👆🏻👆🏻👆🏻👆🏻👆🏻👆🏻👆🏻👆🏻
There it is.I knew I would find this comment!
Haha, yeah, that was tough.
Lol....I bought my zulus at Oshkosh 18 and still have the thin blue plastic on them.....
Is this the aviation version of keeping the sticker on the brim of a new hat?
This is THE best one I ever saw for private training -- during my private training, my CFI was never able to tell me the difference. Each time I asked him a turning stall, he answered an accelerated stall. Thank you !!!
Thanks! -- to be clear -- all turning stalls are technically accelerated stalls but when asked to demo a turning stall you'd do something very different than if you were asked to demo an accelerated stall.
These video are pure gold for any flight student such as myself, very well done :)
Couldn't agree more! Thanks Mr. Miller for taking the time to do these.
The Last Rebel Show its about simulating the stall conditions to recover from.
@@thelastrebelshow1627 So whats your point? That this video isnt helpful because everyone will do it in flight training anyways?
@@thelastrebelshow1627Well, Congrats on your flying career, yes im a flight student. In your original comment up top you made it sound like this video wasnt really helpful because "its just a stall", that what i was asking. Im very well aware what a stall is and how it can be caused. No need to be that dense.
I am a licensed private pilot, and this video was as clear as mud!
My name is Chris Staniszewski from England with PPL for 35 years and 1800hrs under my belt,
PPL, Night, IR(R) & TMG spent 20 years as a part time Gliding instructor teaching young Air Cadets on the Grob109. Recently obtained my CRI SE (class rated instructor) not a full blown FI but it allows me to complete check rides and currency checks sign offs for the CAA.
During these strange times with COVID 19 and not flying since 18th March and now find myself in the ranks of rusty pilots. In a bid to remain sane I have been watching your Podcasts and picking up on the finer points as you put. I can say I have learnt things that I had forgot or didn’t know first place with nice and concise learning chunks, what an interesting channel you have keep up the good work.
Kind Regards Chris
A wing over! Once it hits 90 degrees, let the nose fall, and at 0G the stall speed is zero, then roll out as the airspeed climbs. But past 60 degrees, and you guys were there, it's aerobatics and parachutes are needed.
I wish I had an instructor like you when I was taking my lessons
You guys are taking lessons ?
@@syedmohammedali9064 I did a few years ago and looking back now, he was a terrible instructor
@@markpelenytschka8374 just curious, what made him terrible?
@@kltpamplona He was very young and it wasn't a very "hands on" experience. After my 3rd hair raising experience I felt safer on the ground, ALL from others negligence
Best demo is to align next (Close to) a big highway at around 2,500 agl. Choose a highway with a big wind crossing it from your right side. Like if you were on the downwind leg to land on that highway. Then ask the student to slow down to Vglide speed and trim for it well, like they are on a close to runway downwind leg with a crosswind towards the runway. Then do a 40 degree bank 180 to try to align the other direction. That is a no flaps 180 from before base leg. A 180 from before base with a tailwind on base leg. Be ready for a possible spin.
Simulating a strong tailwind on base is easier to overshoot the highway (the simulated runway). Recover with hard rudder more than aileron. They will never forget that accelerated stall practice due it tries to spin. I used to teach them, even on Piper Tomahawks and Cherokees too. Dont do them on no spin allowed airplanes like Cirrus-unless you are good kicking those rudders to not spin it.
While working on my Private in 1975, I hated departure stalls, but I found doing accelerated stalls a blast. During my commercial check ride, I actually had a smile on my face when asked to demonstrate an accelerated stall.
I have not physically flown and aircraft of any type in many years, but I do have over 21,000 hours and am typed rated in 5 jets, 52 aircraft and was a CFI CFII. So I do know how to fly and think your approach to accelerated stalls is very helpful to help students to understand that basics. If they continue on in flying, they will or should encounter what we used to call the FAA waltz which was/is a combination of instrument proficiency and understanding of wing loading...while I am not sure how this could work out in a single engine vs a swept wing jet, it is still (I would think) even on a fundamental level good over all training (most of it anyway).
How it works is this way: you establish a speed (in jets 250 kt's), then pick two cardinal headings (0 degrees and 60 degrees for example) and you start into a 15 degree bank from 0 to the right and retard the throttles to 80% or less while continuing the turn to 60 degrees, and at 60 degrees turn back the other way to 0 degrees and go back and froth though the rest of the maneuver.
With slats and flaps 15 and the throttles back the aircraft slows enough to stall buffet, then you increase the throttles to accelerate plus 10 kt's continuing the turn and not losing or gaining more than 100 feet...then introduce the next notch of flaps, retard the throttles again, and keep turning until you reach the 60 degree heading then turn back to 0 reducing power until you get the stall again, and again not losing or gaining more than 100 feet...keep doing that until full flaps and gear down all the time never letting the speed increase more than 10 Kts or losing or gaining more than 100 feet..Once you are done with that then you clean up the aircraft and reset to 250 Kt's and star a steep turn 45% to the left (or right)...as the turn increases you will need to add power to maintain 250 kt's about a quarter the way thru you should be pretty well set and all goes well until you start coming around to the 0 heading (wing loading decrease) you will need to reduce power...repeat by leveling up and then turning to the right...that is going to call for so action as you have too much power to maintain 250, so you need to retard the throttles when returning to 0 degrees to maintain the 250kts then once you start into the 45% right turn you will need to be replying power to hold the speed again without - 100 feet through the entire waltz...usually that is followed by an explosive decompression maneuver just to change the pace to some kind of an approach...lot of fun...well once you have done about 5 of these it is, before that not so much. The turning/wing loading and and scanning the instruments will keep you occupied that is for sure...
That is one hell of a way to "know" your aircraft to such a degree that you can anticipate the energy burn through the manoeuvres, configuration changes and adjust thrust almost in advance.
daszieher < Bob Hoover was a master of energy management!
I'm impressed you remember that!
As always Jason, you teach in such a way that is stays with you. I flew with an instructor early on and he was always yelling at me and jerking the airplane around. I quickly found I could learn nothing from him so I dumped him and found the best instructor around. So I can really appreciate how you instruct. Thanks for sharing these valuable lessons. Of course we know Miller's always do it right. LOL!
would love to see stall/spin made from that infamous pilot killer, the overshoot on turn to final, where the pilot attempts to re-align with the runway centerline by adding rudder in a banked and nearly stalled attitude. The resulting quick spin is what kills more pilots than anything else.
John Dill yes! @learnthefinerpoints show a cross control stall!
Agreed, hauling back or stomping on the rudder in that turn to final with it all hanging out and no room to recover. My instructor "motivated" me not to do that any more, and my repertoire of Jamaican cuss words improved greatly as a result, but it would have been a lot more informative to climb to a safe altitude and see what would have happened, how much height we lost, etc.
Roger that. I will put that one in the queue for sure
As a fairly new CFI, i thoroughly enjoy your tips!!! Thanks!!!
Seriously as an instructor, I sometimes almost feel like these videos are even more helpful for us than for students
A couple of weeks ago new CFI Christian said this... As a fairly new CFI, i thoroughly enjoy your tips!!! Thanks!!!. As a 35 yr pilot and a 17 year CFI, I would like to reiterate that same thought... I thoroughly enjoy your tips!!! Thanks!!!
Very good video !
Always keep in mind that when you coordinate your turn, the wing into the turn will go slower than the other. The aircraft will have a tendency to continue to bank naturally. Don't forget that depending on the direction of the turn, thrust reduction can increase the slip.
Yes! The fact that we don't spend more time teaching this in the Private ACS is a rub for me.
This is the best aviation channel right here. Thanks so much for this Jason!
Always great to learn!
My CFI has me do a hard stall on my first day and it really is scary! It was right wing dipped and it was very very fast, he told me to use rudder opposite of dip wing, if u put opposite aileron u could spin etc.
I really think this is a obviously serious skill needed and a major contributing factor in most crashes.
I found your stalls mild but any training PARAMOUNT!
hey, very educational. Nice to watch your films, I own my PPL, fly quite a lot and find it interesting to see your explanation. Keep it up
Good work student ...nice turning stall at the end.....good lesson Jason.
Thanks Simon!
Here for my CFI training, thank you!!
Near the end:....with such a proud voice..."pull pull...and there's your stall!".
Who would have thought one could get excited about a stall😊
I know right. He also exclaims "beautiful" beautiful" once they stall. lol. But indeed it is for the purpose of learning and gaining experience that will keep pilot and passengers safe.
Is that red Cessna at the end of the intro the flight you did with JP doing lazy 8s? If so, I loved that episode.
Yes, that's the one! It's actually the first C152 ever made.
Watching your videos are so refreshing and motivating. It makes me want to become a CFI and get back into flying. Thank you for sharing them!
This video is great, but honestly, the thing I learned the most is when he tells you exactly what he is doing as he is doing it. I know examiners like this, but I am guilty of not saying a word as I fly. I will work on that . . .
It's really a great skill to have. On my CFI check ride the examiner literally said to me, "I know you can fly, you're a commercial pilot. I'm here to see if you can teach."
Unless your working on CFI, less talk the better.
Keep answers short and direct. Far to many people dig a hole they can't get out of by showing off what they know or rather think they know, orally.
I think a great PC program that can help you understand the basics of accelerated stalls and stall/spin situations is IL2 1946...it’s an older program which actually works out well because today’s PCs can generally handle it...but I just believe they really nailed flight characteristics in a basic way...obviously in a real aircraft get the proper training to learn about anything like this subject....but if you just want a basic understanding of the physics for a relatively low price you can’t go wrong
Nice video. I like your focus on managing overbanking tendencies. Also, thanks for your Lazy Eights video. Before watching your video, Lazy eights were my worst performance maneuver, however, the DPE on my commercial check ride said he never sees then done that well. Thank you.
Awesome Patrick, thanks for the comment!
The lesson to be learned with a approach to landing stall is. do NOT!!! lose altitude. Pick your Att, 3,000 ft. on a heading N,S,E,W do your 2 cleaning turns of 90 deg so you come back to the heading you started with. Looks like you're in a C150, or 172, carb heat (if they still have that ) 1,500 rpm. at flap speed lower the flaps TRIM the plane for that speed. When ready, bank and pull back to maintain your Alt the slower you're going to go, more pitch, less bank and first signs of a stall, full power, straighten the wings. stop the decent ( really shouldn't lose any Alt) carb heat off pitch up to climb, on schedule bring up the flaps, and climb out. The ACC stall is done the same way only with 45 deg of bank. get in and out same way making sure not to lose any Alt. Remember reason one practices an approach to landing stall is in case you were to low, when making base to final and need a little more bank, Doing them at 3,000 ft and you lose 50, 100, 150 never seems to be a big deal. You will pucker if it happens at less that 200 ft for sure. And one more very important thing, if you need to level the wings use the RUDDER, not the control wheel. If you make a left turn, step on the right rudder leave the controls in neutral. why?? when you use the rudder in this case right rudder it yaw's the plane. the left will will travel faster than the right that extra speed will increase lift. If you move the wheel to the right what does the left aileron?? goes down. just like adding flaps, So you slow the left wing down even more, more drag, more than likely not enough right rudder, and guess what happens???? Yea Babe, I'm spinning. or at least that's the way we taught way back when at Embry-Riddle, Aeronautical university.
Watching this after the crash in El Cajon CA that took the lives of multiple medical professionals on board
Thank You Jason for clarifying that point. I was using this as a helpful video on the accelerated stall for my commercial checkride next week!
Great video. Learning so much about flying! Sounds like an accelerated stall is what caused the recent crash outside of San Diego
You should be careful to show turning stalls with the recovery using aileron. That last one, while not significant and likely not an issue in a 172, could easily throw the airplane into a spin in another type.
Stall recovery needs to be with ailerons neutral until you have positive airflow over both wings.
Pitch, Power, Roll, Recover. That's what the mantra taught in my day.
I like the pitch part ... but I tend to take power out of the equation until we've mastered the recovery and then bring it in later as a separate thing to reduce altitude loss.
Stall/spin recovery?
Hands off.
Power off.
Opposite rudder.
Richard Darlington --I WAS JUST TAUGHT THIS LAST COUPLE WEEKS 👍🏼
My instructor on day 1 had me experience the most violent stall and it was like no other “ wing break” I was scared to dead, it gave me a respect of no other!
I appreciate ur comment👍🏼
@@CaptainCurt07
The current thinking is, given enough altitude, most all conventional aircraft will recover from a stall/spin all on their own.
The airplane wants to fly.
The application of opposite rudder merely helps the process along.
If I may, I'd recommend reading the teachings of Budd Davisson.
Very informative and highly entertaining, Budd teaches what he calls,
"The Art of Flying."
Also, his red w/black sunburst Pitts S2-A is one of the prettiest examples of the type.
Happy hunting!
Richard Darlington --Thank you 👍🏼
Great video, thanks for sharing and removing the mystery around accelerated stalls.
I had to do these for my private in 1979. They were fun!!
Very confused... I have never heard of a turning stall vs accelerated until this video... wasn't the whole point of a "turning stall" to show the stall speed is proportionate to the weight/load on the wing?.. Higher weight/load= higher stall speed, to demonstrate to students that stall was based off angle of attack and not speed.. what exactly does this drill teach?
Stall always (and only) occurs when the angle of attack of the wings exceed some stalling angle. The derivation of stall speed assumes level flight (Lift = Weight) since stalling while deliberately trying to lose lift (ie descend) makes no sense. In a turn, your "weight" is no longer the weight of the aircraft under 1g if you wish to maintain level flight. It is higher due to higher loading on the wing. As you mentioned, this increases the stall speed. But during a turn, control back pressure is needed to maintain level flight. That action is what's causing your angle of attack to increase. As you bank more, you need to apply more back pressure to maintain level flight due to increase in loading, and at some point the angle of attack exceeds stalling angle, and you start to lose lift. You won't stall if you bank at a very steep angle, but hardly pull back to maintain altitude then you'll just start descending. Hope this explanation makes sense.
Thank you for the reply but it seems you have a few things mixed up here... first you can reach the critical angle of attack(stall) at any speed and any bank, even completely inverted... second in level flight, all the lift being produced is pointing straight down, and as you start any bank angle, the lift is being divided between straight down and to the side to be able to turn, which is the cause for the loss of altitude, not excess load. Since the lift vector is now split you then have to pull on the elevator to increase lift= higher angle of attack to maintain altitude, which leads to a higher load and there fore increases stall speed. This is the whole point of accelerated stall drills to demonstrate the wing does not care about speed to an extent and you have to be careful to be aware of the angle of attack. So again I’m not understanding what the point of this drill is...
@@revmatch2648 glad I wasn't the only one. Would have been good to demonstrate how to effectively get out of it. Wings leveled first then lower the nose.
As I think said in the video -- technically all turning stalls are accelerated stalls. However, on the commercial pilot ACS (and sometimes on the CFI check ride) there is a specific task called "Accelerated Stall" -- it's a demo of what you mention. Roll the airplane into 45 degrees of bank and pull until you hear the stall horn. This is different that an examiner asking a private pilot candidate to demo a "power off stall in a left turn". I think there are a lot of things an examiner might want to see in asking a pilot to perform a stall in a turn. Mainly, that they can maintain coordination while turning (mainly with a power on stall), compensate for the left turning tendencies of the engine (in the case of a power on), and manage overbanking tendencies approaching the stall. My point in the video is that many private pilots accidentally get into an accelerated stall "demo" when trying to stall in a turn.
@@revmatch2648 I agree with what you've said, and the reason of losing altitude due to the direction to the direction of the lift vector. But I did say the higher loading (which you also said) occurs when you want to maintain level flight in a turn, not because of a turn itself. The point I was trying to make is that the construct of a stall speed is only applicable if you're trying to maintain level flight (or climbing, I suppose). As you've said so yourself, the higher load/increase in stall speed is because one pulls back on the elevator to maintain altitude because you're right, you can stall at any speed and any bank. I think we're saying the same thing here, just not understanding each other's way of putting it as it's intended.
Woah this channel should have loads more subscribers!
agreed! :)
Practice with a 20 knot TAILWIND while trying to align final from a short approach. 3,000 agl, Big highway below sim a runway, plan to a tailwind on base leg, sim been on downwind leg to turn left, 30 degree away from "numbers" , do power off, turn 30 bank first, then 45 degree bank whn overshoot and pull hard to try to align.. =accelerated stall. kick top rudder hard
Great video and information! Thank you!
I fly Citabrias for work. Turning stalls, and especially accelerated stalls are always on my mind when in the pattern. I am very careful to keep the airplane flying.
If you let the aeroplane over-bank and keep pulling back you'll enter a spiral dive. No stall. Airspeed and rate of descent will rapidly increase as will the G loading. If you persist, structural failure will follow and this scenario is often the one that happens in VMC into IFR loss of control accidents.
So, to recover from a spiral dive: - power off, level the wings promptly and carefully (remember it's rolling 'G'), when wings level and only then - recover to level flight from the dive.
Rich Stowell teaches Power, Push, Roll. In other words, after power off you unload and then level the wings.
Your an amazing instructor!
Thanks Ed.
Isn’t any banked stall an accelerated stall? If I insure the bank angle stays, at say 30 degrees, and perform a stall won’t the stall speed be higher than straight ahead?
Excellent! This is a great demonstration.
At 4:14 you mention not letting the nose dip below the horizon while doing the accelerated stalls. What inputs should he be doing to keep the nose above the horizon there like you want? Just more backpressure on the yoke?
Great video, I’m currently studying for my checkride Dec 19th!
Very good explanation and demos.
Early learner here. If doing an aggressive bank, and your pitch drops as mentioned in the ‘what not to do’ area, how do you correct the pitch w/o creating a strong accelerated stall by the heavier back pressure? Left rudder would correct the nose at least, but then the whole plane would be sliding towards gravity instead of just the nose, almost like a slip?
Great presentation. Thanks
Very good explained ! I like your videos, i subscribed ;)
Awesome, thanks!
Keep these gold lessons coming. I never miss a video or podcast now. Though I'm hanging up my truck keys and getting back into the air so I'll have less podcast time (which is good I was coming to the end of the internet lol)
Thanks!
I dont understand people like you who have the ability to fly and dont do it all the time. You better get back up in the air.
This kind of content is very interesting for an aviation layman such as myself. Just a quick question, if anyone could answer for my curiosity: What exactly is the point of being able to fly *into* a stall? My understanding of stalls is that it's an uncontrollable state of the airplane because it doesn't have enough airspeed over the wings. It seems like a pilot, commercial or otherwise, would want to avoid that situation (both a turning stall and an accelerated stall). Thanks!
The point of the exercise is to practice recovery from the stall, as well as teach students what an impending stall looks like and how to correct early before the stall fully develops
I agree with the first answer. We're teaching stall recognition and recovery technique
Bank angle is one thing but AOA is a priority anyway...
Thanks for the great video Jason. One question though. Are you ever going to bring back the cowboy hat like I saw in some of your earlier videos?
Short and to the point .. love these videos.
How many flight training hours did Austin have at this point? I've just started and feel too scared to try this yet.
Another Great lesson! Thanks, Jason!
I never worked turning stalls during my PPL curriculum. On my check ride the examiner had me do power on turning stalls..
and? Did it work out for you? I hate power on stalls.
@@edwinkania5286 it worked out but was sketchy the first time. He asked which direction will the plane spin. Trick question because it will spin in the opposite direction of bank.
Exactly! This is the reason I made the video. It is up to the examiner
@@edwinkania5286
The rudder is your friend.
Great video. I definitely learned some finer points of flying!
Maybe I missed something, were turning stalls introduced for the PPL exam? I remember stalls and slow flight, but not turning stalls. Thanks for the extra explanation around the commercial maneuvers. Once the plane is outta the shop that’s next on my list.
I believe this is left up to the discretion of the examiner but you'd have to refer to the latest ACS. We were doing it to build skills in a general way
The Finer Points definitely no arguments from me. That looks like a good skill to build with.
For control airplanes should have joystick and throttle lever only; anything more is just cheap construction (and pedals for on the ground.) You should be able to recover from literally any orientation using the joystick without losing control.
Need rudder to stop a spin.
@@karhukivi Twist the Joystick for rudder. Or use the pedals.
interesting that Jason was already in a 30' turn and you asked him to increase the bank angle - then later say you didn't want more than an almost imperceptible bank angle
Thanks.
I was doing climb and departure stalls , it rolled over into a spin . it was easy to recover .
It seems like these stalls get so specified they are "maneuvers" with a correct way of doing them. Does this give a good training effect for more random stall situations you'd see in real life?
gedgar2000 there’s definitely one guy in Idaho his name is Rich Stowell. He’s been on my podcast and I have learned a lot of tips and tricks from him for how to do that kind of thing
THANK YOU!
Pull pull pulll pull pulll... pitch fwd pitch fwd.....
What ever happened to add back pressure... reduce back pressure...??
50 yrs ago we learned to fly by control feel not control movement...
Its what I tell people...
like Hoover said... smooth pressure, not movement.
JMO.
In 50 years things have improved
@@BuffiestFluff
But Wolfgang Langewiesche's book still applies(from 1944!).
@@BuffiestFluff Who needs feel anymore when you got "improvements" like MCAS.
Good food for thought, thanks Ray
Ray: Yes, excellent point about pressure/feel vs. movement.
Your student sounds like a CFI in the making... he already knows how to talk through maneuvers
Once you master accelerated stalls, you can do anything with them! Even get to your destination and land, all while in accelerated stall
Bro, if altitudes around 8000 feet you should be able to bank/ stall go into 3 spins and pull out of it?????? , I think the trick is to level off the wings pull back??? Am I right I don't know I'm asking??
Can you demonstrate one power on?
awesome video thank you so much
Super instruction for me.
Just curious: what if the DPE asks for a turning stall at specifically “x” degrees. Would you still recommend this technique or would you say more focus must be put on getting the plane in the bank (at the proper time) and making sure it stays there? Thanks!
They probably won’t because the acs says a turning stall should not exceed 20 degrees, plus or minus 10 degrees. So I think the DPE would just ask for a turning stall and it’s up to the student to try and keep it from exceeding 20 degrees
May I ask where you are located. I would love to take lessons from you. If not in Atalanta maybe you know someone that is as good as you are locally. When I take lessons I want to make sure the CFI is dedicated like you.
very interesting...does X-Plane-11 act like reality in these stalls? Sometimes it seems like the plane cannot fall out of the sky but not being an actual pilot i can't compare it to reality haha
I'm confused, is he teaching how to recover from a bank stall or how not to accurate bank stall? I'm no pilot I might add.
In my training to get my ppl. My instructor never showed me one. Until my DPE asked for one. I was at first scared. I was gonna spin the airplane.
Excellent!
So - aside from airspeed - what is the difference between a stall during a turn & an accelerated stall & why is doing one "bad"? You lost me on that bro
Great video/lesson! I was never taught turning stalls in my training but have lately seen them in maneuvers handbooks and tried to visualize them. Went up with a couple of different CFIs. I think the first one had me do an accelerated stall instead. Last time I tried an approach to landing turning stall by myself, I tried to maintain ALTITUDE in say a 20 deg. bank, all the way to the stall while staying coordinated. I don't think this is an accelerated stall is it? Also how steep a bank were you and Austin in in the video. Appeared to be 75 degrees or so. And you still had enough vertical component of lift to keep the nose from dropping below the horizon prior to stall?
An accelerated stall is a stall that occurs at an airspeed higher than normal due to a higher load factor (g loading) ♦ The thing to be fearful of is called a flat spin ♦ *scares me just to think o f attempting that in something besides a trainer* ♦ Given some situations it can occur ◘ A flat spin is a spin where, the aircraft is in a balanced state. It just spins round and around like a spinning top. It won't recover because the forces acting on the airplane are in equilibrium. Controls and engine power become completely ineffective: which seem very mild words to me: *Controls and engine power become completely ineffective* → translates as you wont be filling out any Accident Reports your Insurance Carrier will
In other words you are at that point only fertilizer
Don't you guys put the plane and yourself in harms way by testing these extremes or generally does the plane recover in almost all these stalls?
Amazing videos
Damn good video. 👍🏻
TY
Turning stalls are so easy, how could someone screw that up?
That is what I wonder about; In my few hours of training I am in a trainer and have requested to pull flaps _during the turn to final_ ••• though i never figured out why any instructor would think that hard for me i did *slightly* overshoot one turn to final and went really light not to let the inner wing tuck under;
I have seen what should be recoverable mistake
at minute 58 seconds I cannot comprehend why anyone would do that ••• if they do they should be watching TV not flying airplanes
Not even walking for that matter!
Hello! I want to get a PPL license, i always loved airplanes but im 24 and i suffer from positional vertigo , it happens rarely to have a vertigo attack,but it happens. Is it possible to become a private pilot with such symptom? Unfortunately i have no aviation school near me so nobody to ask around. I would appreciate if you have any information about it . (Or anybody in the comments) ✌
Why is this demonetized?
I'm not pilot but I feel all the stall recovery training in the world is useless on take off or final approach with out enough altitude for recovery maneuvers. Seems like its best to just keep situational awareness and avoid these situations at all cost. Swallow your pride and ask atc to put you back in the traffic pattern if neccessary for a go around. Being interested in flying, ive watch countless case study videos and they all seem to boil down to pilot error. Saw a woman retract flaps for a go around with out enough air speed less than 300 feet off the ground. Fatal.
Key is realizing a stall before it fully develops. Some things are counterintuitive, eg you are too slow, too low, VASI/PAPI is deep red, you pull up instinctively, stall horn goes off, now you push down, and add power, and you are not going to die. Btw, no, you do not need to ask anyone to go around. Once you are in recovery, you provide a courtesy call to state you intention.
if this occurs during approach, what can typically be expected for elevation loss before recovery? If I recall correctly from my PPL lessons, the typical altitude loss expected for a normal stall recovery attempt was somewhere around 100 to 200 feet.... am I recalling correctly? Ive seen several videos, unfortunately, of pilots entering into a stall going into final approach or somewhere in the pattern, and often with undesirable results. I've been looking for good input on proper recovery methods and how successfully they might be in real world scenarios. I'm a low time PPL holder.....
In training 100-200 feet is likely. You could also stall while losing much less if you're ready for it. The problem "in the real world" is that pilots are often surprised by the stall and do the wrong things. I know a CFI who tries and test that theory by asking his advanced students to look in the back seat while he stalls the airplane, he then asks them to recover.
I can’t see the plane stalling. Are you stalling the plane or only approaching to it?
We're stalling it completely but working on only reducing the AOA enough to recover the stall
There is danger of spin entry from a turning stall, right?
Jim A not if you are coordinated. It should break in the bank at which it stalls
Turning stalls?? We do not practice those and aircraft POH even states turning stalls prohibited. I think it needs to be stated ONLY IN A CESSNA.
Cirrus drivers need not appy
@@tedsaylor6016 Cirrus drivers please ignore and pull CAPS instead. 🤣
Just kidding, not serious about it.
Agreed, if it says not to do it in your AFM, don't do it
Is maneuvering speed a minimum or a maximum?
Please state your answers:
RFI-Crypto Lab minimum
It is a minimum. Watch flight chops.
I gotta ask: who the hell is "disliking" these videos?!
I know and understand that if you slow down in a bank the airplane will then over bank, but I don’t know why it does this.
Can someone explain the physics as to WHY the airplane over banks when you slow down in a bank?
I explained this above in a reply, but this AOPA article on steep turns explains the overbanking tendency quite well. Scroll down a bit, it's toward the lower part of the page. www.aopa.org/news-and-media/all-news/2008/march/flight-training-magazine/steepen-that-turn
Someone can corrrect me if I'm wrong but if you are in a turn and pull back on the yoke you will tighten the turn since in a turn some of the normal pitching up caused by the elevator movement is now acting in the horizontal plane.
First of all, the slower we get the smaller the radius of the turn. Think of turning a full 180 in your car you have to slow down under 10mph to make the 180 you don't try to to a 1ip degree turn going 30mph...
That being said, lift is dependent on 2 things, angle of attack and airspeed. (The higher the AOA or airspeed the more lift is generated) So in a turn the reason the outside wing lifts is because the aileron is deflected down on that side(this produces more lift on that side) causing the wing to come up.
Now think about a nascar race track.... the wing on the inside of the turn is flying less distance than the outside wing(the raised wing). So in order for the outside wing to keep up with the inside wing it is actually flying at a faster airspeed, generating more lift. And what happens when it generates more lift? Well, the wing lifts right? So this cause the overbanking tendecy...
In a turn the outside wing travels a slightly greater distance than the inside wing in the same period of time so it has a slightly greater true airspeed. Let's assume the outside wing has a one knot higher TAS. If the inside wing is traveling at 100 KTAS, the outside wing is at 101 KTAS, 1% higher than the inside wing. If the inside wing is at a slower TAS, say 40 KTAS, the outside wing is at 41 KTAS, 2.5% higher than the inside wing. So not counting any other factors which could influence lift, what you get is a greater discrepancy of lift just between the wings as you get slower and therefore a greater overbanking factor the slower the speed becomes.
Jason Miller: Show me sand the floor……. SHOW!
Base to final...
Do you have some tips on power on turning stalls?
Ya, don’t get in one 😂
Yeah that's a good idea but it's good to know how to recover from one. It also might be required to be demonstrated on a practical test.
Kendell Bidwell Correct my point is it really doesn’t matter how you get in a stall it’s recognizing one and knowing how to get out of one. Remember airspeed is king in flying. Few things are as important as keeping your airspeed up .
The same tip as in the video. We had some power on in the first two. Think of it as a straight ahead stall, introduce a very small bank once the horn comes on, maintain coordination and pull until the stall occurs. You'll be in a 20-30 degree bank at that point.