Hi Adam! Keep on practicing! If you need any help throughout your training, you can always reach out to us at support@mzeroa.com. Thanks and fly safe! Enjoy training!
Great video, Jason! I passed my PPL check ride last Monday, big thanks to you and your ground school! Power on stalls were tough for me in the beginning. I would either put too much rudder in, or not enough rudder, and I'd fish tail the airplane all over the place. After lots of practice, I was able to nail it on the check ride!
just learning power on stalls now and im doing the same thing. either too much right rudder or not enough lol still learning the feel of the controls I guess
@MZeroA this has been one of the most difficult parts of my flight training, but after watching this, things may start to click for me. Thank you so much!
Thank you! I’m a rotor cfi doing my fixed wing conversion. My instructor had me keep the power at only 2100 to avoid the abrupt break, of course he taught me to do this from cruise speed. This makes much more sense and is easier for me to stomach. The nose high attitude still makes stalls worse than practicing vortex ring for some reason.
Make it look so easy, I got into a spin my 2nd time practicing a power on stall and red lined, scared the hell out of me but you explain it really well, hopefully I do it better my next flight!
Student pilot here. Love this way to get into power on stalls. My instructor had me go full commando on my first power on stall and I almost wanted to quit taking lessons.
Get my first solo work September 26, looking forward to start my training with my instructor on the ground. Thanks for all your videos and I can't wait for the future dates and hopefully a checkride in the near future.
Great video Jason! For an even more difficult scenario, I'd love to see you do turning departure stalls (say, 20 degree bank to simulate something like a climbing cross wind turn). Those were always the ones that were the most challenging for me due to the wing drop. The intuitive thing is to crank the opposite aileron, which of course can often make things worse. It's a really good lesson on the importance of coordination and rudder use at low airspeeds.
Student pilot here, love the content Jason! I reference your style frequently when flying with my Cfi! I constantly work to get the airplane trimmed in the “schapert style” aka hands off. Can’t express my gratitude to you and team for the knowledge that has been bestowed… safe flying and god bless
Great video Jason, I recall my first training with power on/off stalls... I put too much back pressure and the plane was not coordinated, ended up in a spin, my instructor recovered it that day. I find your videos very helpful! I signed up for “Understanding ATC” and “Knowledge test bootcamp”! Looking forward to pass my knowledge written test and check ride very soon!
I really psyched myself up before I started doing these because people were talking about how freaky they were…and it was the biggest non-event. We did a few, kept the ball centered (using a LOT of right rudder in my particular aircraft), the nose went bloop, we recovered and flew away then went back to base for some touch and goes. All of that anticipation for no big deal at all. I can see how it might *become* a bigger deal if you don’t keep things level and coordinated…other than that, no sweat.
That was a much better example than I’ve experienced. My instructor at the time never had me slow to VR, it was always cruise speed to power on stall. I hated it.
I’m about 70 hours in and feel comfortable in the plane. Have all my solo CX time done and STILL absolutely suck at stalls and it’s very frustrating. On a good day I’ll get 1 or 2 out of 5 where I don’t lose my heading. I don’t know what to do!!!!!
If you're turning to the left or right while stalling or just after, it sounds like you may need more rudder. And be sure to keep ailerons neutral!! I struggled with the same thing.
If you introduce aileron roll into a stalled wing, you stall it further which exaggerates a turn. I know it may feel right to try and steer out of the turn but it'll only make it worse. Try and remember to use the rudder instead😊
@@Ner-vodso I’ve since figured it out (better than before anyway) for some reason I realized my body incorrectly thinks I’m rolling when I am not. I have no clue why but trusting my attitude indicator over my eyes has helped a ton. I kept trying to roll left to combat the feeling of rolling right at that high aoa and it would cause me to loose my heading to the left.
Great video. Do you ever discuss in another video how to properly recover from a wing drop during a stall? It was my natural tendency to use aileron when I got my PPL 20 yrs ago, and my cfi had to break me of that habit over 1 flight of at least 15 stalls. It was an exhausting day.Thx for great vids.
Hey Jason! Student pilot here! Going for my presolo check ride later this week. I always have the problem practicing my power on/off stalls. My biggest problem is fighting the instinct not to stall the plane! It’s so hard to pull the yoke all the way into the chest! Your explanation of why we practice makes me a little more comfortable! Great videos! Thanks😁
Good video makes me understand a bit how the plane should flow during this maneuver. Tried this twice this past weekend. It seems the aircraft nose is dropping fast and significantly for me and feel I have a good right rudder in but was getting bad left yaw's, one really close one that has me quiet jittered for power on stalls. Not sure if I may be releasing the right rudder subconsciously while focusing on the other aspects of recovery.
Thanks Jason. "Rusty Pilot" headed out this afternoon with a CFI from the local club (which I joined last night) for my 1st flight since 2005. Your videos are no small part of what inspired me to get back in the left seat. My goal is that instrument ticket, so hopefully you'll see me logged in over at m0a.com soon!
Thank you for the great video! I am a student and fly in a 1962 C150-B. My plane loves to spin on Power on Stalls... they’re the one thing I have issues with! But I’ve gotten good at recovering from spins 😂. I feel with no matter how much rudder pressure I put on the aircraft it still wants to spin left on me any recommendations?
I’m way late to the party, but the trick with the 150 is to watch the nose in the stall. Aim it at a cloud, mountain, or spot in the sky. If it starts deviating from that point, use the rudder to get it back to that point. A lot of people get stuck looking at the ball, compass, or instruments in power on stalls. Keep your eyes on the nose. Sometimes my 150M kicks, but it’s not nearly as bad or scary anymore. A couple seconds of rudder fixes it.
I think your video is well done but I think you need to emphasize the importance of trying not to loose altitude during your recovery because you could be very close to the ground. On the airplane stalls a small pitch reduction and full power applied the airplane will be flying again, fly through the stall so as not to get into a secondary stall, pitch up so as not to loose altitude. You do a great job with your video's I have watched some of them. Keep up the good work.
Late to this video, however it's interesting to note that not all planes will give up that easily. My 162 climbs a pretty long time before actually stalling. You end up in a really nose high attitude as well to get it to break, otherwise it just plows ahead with the horn screaming at you, teasing around 40 kias, refusing to let the nose go.
Honestly, practicing "go around" full flap, fully trimmed, landing configuration type of stalls would be far more beneficial. That is where most stalls occur. Not sure why FAA doesn't make it a requirement for checkride. During go around, adding full power causes pitch up and inexperienced pilots have the startle effect, have a tendency to fixate out window, forget airspeed, retract flaps wrong, forget trim. or all of the above, and unfortunately many accidents. Check out the stats for GA accidents. These type of stalls could be simulated at 4k. I realize there are power off stalls but they just aren't the same. Just a thought. Here is a go around accident...very sad...RIP but a good example... th-cam.com/video/mf3xhjXl454/w-d-xo.html
FAA's and EASA's focus is PREVENTION, i.e., recognize the signals, but eventually don't stall. No matter how much you practice this at 4K, you will not have this height in a real situation. Proper go arounds are practices with real GAs, close to the ground, but without stalling out. This is gives a better satefy overall.
Power on stalls were honestly the reason I quit flight training. It freaked me out so much. The first time I did one I did okay, the second one I started going into a spin and my instructor said it was because I had used ailerons when the plane dipped to the right. I was able to recover, but the freakout had done its damage and I didn't want to fly anymore. That was a few years ago. The aviation bug is back though. How can I overcome this fear? I wish I had Jason as a CFI
They scare the heck out of me! When I started flying, I was in the Navy, and learned at the Flying Club.Stopped when I went over seas, did not start again until many years later. Had already done solo x-country. Got back to flying, and went from 172 to Cessna 150. Did a few, and pushed the nose so hard, it scared the instructor. It scared me so much, I pretty much gave up on flying lessons :(
Really enjoy the videos. This makes it very easy to understand. Also enjoyed the video on power off 180s! I tried the link for the giveaway, but I’m not seeing anywhere to sign up. Any suggestions?
Hey Jason I watched a video on a accident that occurred when a relatively new pilot went to a class “b” airspace and ATC over worked the pilot and on her 3rd go around she retracted flaps at 62 knots. While doing a sharp left turn .Can you do a video on recovering a left turn slip stall?
Jason Soucie PARE, power idle , ailerons neutralized, rudder opposite of spin, and elevators down , or neutral. But remember if you enter a spin on base to final you’re probably not going to have the altitude to recover,
Are you not mentioning anything you are doing with the rudder when you drop the nose at the stall?? I am needing to use a ton of rudder and we are instructed not to touch the ailerons (152)- thought it was interesting that there is absolutely zero mention of rudder during the recovery (to prevent a spin)
There have been cases where people left their flaps full when performing a go around, instead of putting them in when attempting to climb. Unfortunately, when you’re that low to the ground, it’s difficult to recover from that stall.
When I do my power on stalls, my plane tends to bank heavily to the right after the buffet and break. The ball is kept in the center in the turning coordinator and the wings are leveled but I don’t know why that keeps happening. Can you help out?
Use the rudder!! When at a high power setting theres going to be a natural tendency to yaw to the left, so keep that right rudder down as needed. Use ailerons to keep level as well but just remembering not to use it during the break or you night cause a spin.
When I do my stalls I have a tendency of not keeping my wings leveled and even when I don’t move the yaw I’m still not leveled and the plane shifts a little bit do you know why? And have advice?
Same here. In a full power climb, the airspeed will reduce even below the normal (1 g) stall speeds, and the effectiveness of the vertical stabilizer and the rudder seriously reduces. I ended up in an asymmetric stall to the left, or to the right (used a LOT of right rudder) in a C-152, with a 90 degree bank and high speed dive, high G pull-out. Bloody scary. The good news is that recoveyr is really really simple and straghtforward,. Accept the temporary freefall, power to idle, controls to neutral and by the time you verify this, you have enough speed again to roll back to normal level flight.
@@parker8784 no, I was with an instructor, who deliberately put me through these exercises. It humbled me :) We entered the incipient spin almost exactly as the C172 in this video. th-cam.com/video/WKIk-dqml6U/w-d-xo.html After the recovery, I got my breath back, did the exercise a few more times, every time better, no more spins. But there was always a bit of asymmetry in the power-on stalls, and it gave me an uneasy feeling. That is a less pilot-friendly airplane wouild start spinning, or how a pilot-friendly Cessna can violently spin under icing conditions. Got to be careful, no joke.
@@rnzoli I just learned about stalls today in ground school. My instructor had to hit a kid because they wouldn’t let go of the controls during a spin one time. Next time I fly I’ll be doing stalls so hopefully everything goes well.
Hi Jason, ACS says +/- 10 degrees heading, so is it more important to keep it coordinated (which sometimes results in me going outside of those restraints) or keeping it on my heading for my checkride?
Both of those things are important when doing a stall. If you don't keep your plane coordinated you will possible place yourself into a spin. Also the ACS is what you are going to be tested on so this is equally as important. It sounds like you might not be using your rudders as efficiently as you need to.
Do them at partial power, like a partial power engine failure at say 1, 500 rpm getting only and turning right 20 degrees of bank, you will see how easier is to stall that way. Lets Teach the most common way to stall. not the most uncommon like full power with no cargo and no turning. That Teaches how to be careless and in denial by doing them the most unlikely way to stall..
it turns left due to the left turning tendency with full power. Use rudder to compensate, never ailerons since it can possibly turn into a spin. Always use rudders to stay coordinated
so when doing stalls especially power on stalls you really wanna fight the urge to correct with aileron because that can induce a spin. Got to add right rudder as you're adding the power back in. if youre with an instructor let them know and try recovering a stall with aileron and you can see how fast it will develop into a spin.
Hi Shiv! Use enough rudder to keep the aircraft coordinated, or you may have heard "keep the ball centered". It will be different for each aircraft. if you need any more clarification or have any other questions please reach out to us at support@mzeroa.com. Thanks for watching!
Hi Jorge! You may need to add rudder in order to keep the ball centered to avoid an uncoordinated stall. Typically this is right rudder (due to the left turning tendencies being at a high angle of attack with a high power setting) but it is not always the case. Make sure you're referencing the turn coordinator. Thanks for tuning in! Please reach out to us at support@mzeroa.com if you have any other questions. Fly safe!
Passed my PPL checkride last Friday and your videos were really helpful to refresh on maneuvers. Thanks Jason.
This is a good studying method videos also
Jeez, you make it look so effortless. I'm working my way up to that.
Ya I was gonna say.
I Can’t get both wings to stall at the same time.
Hi Adam! Keep on practicing! If you need any help throughout your training, you can always reach out to us at support@mzeroa.com. Thanks and fly safe! Enjoy training!
Got this video playing in my headset during my checkride. Thank you
Edit: this is just a joke FAA please don’t hurt me
My cousin died in a power-on stall. I read the NTSB report afterward. I think of that every time I take off.
I just passed my written and am working on completing my first solo- this video is WONDERFUL for someone who finds stalls daunting
I will try this my next flight! I am student PPL with only five flights so I need those videos to learn faster!
So true . A good pilot is always learning. Golden words.
Great Advice for flying and great advice for life
Thanks Jason. I am abit scared of power on stalls as sometimes it leads to incipient spins but ure super calm and these techniques
helps alot.
Great video, Jason! I passed my PPL check ride last Monday, big thanks to you and your ground school! Power on stalls were tough for me in the beginning. I would either put too much rudder in, or not enough rudder, and I'd fish tail the airplane all over the place. After lots of practice, I was able to nail it on the check ride!
just learning power on stalls now and im doing the same thing. either too much right rudder or not enough lol still learning the feel of the controls I guess
JASON IS A GREAT CFII. THANKS FOR ALL YOUR VIDEOS I FEEL MORE CONFIDENT AT THE PLANE.
Shtttttttttttt
Dude, after a month in a normal 172 in a normal flight school.... That aircraft interior is CLEAN and SHINY. Dang. Really caught my eye.
@MZeroA this has been one of the most difficult parts of my flight training, but after watching this, things may start to click for me. Thank you so much!
So glad to hear it!! Keep at it, they'll become more normal soon!
Thank you! I’m a rotor cfi doing my fixed wing conversion. My instructor had me keep the power at only 2100 to avoid the abrupt break, of course he taught me to do this from cruise speed. This makes much more sense and is easier for me to stomach. The nose high attitude still makes stalls worse than practicing vortex ring for some reason.
Looking forward for my PPL,really enjoy all MzeroA videos and thinking on subscribing to the MzeroA ground school!!!
Very helpful. Watching the stalls over and over. Now I’m looking forward to it.
Make it look so easy, I got into a spin my 2nd time practicing a power on stall and red lined, scared the hell out of me but you explain it really well, hopefully I do it better my next flight!
Student pilot here. Love this way to get into power on stalls. My instructor had me go full commando on my first power on stall and I almost wanted to quit taking lessons.
Boohoo
I just can’t find words to describe you, you are just amazing
Love these vids as always, glad I watched this right before I do stalls this weekend
Perfect timing
Get my first solo work September 26, looking forward to start my training with my instructor on the ground. Thanks for all your videos and I can't wait for the future dates and hopefully a checkride in the near future.
SO AWESOME!!!!!! Let me know how it goes! You'll do great
Great video Jason! For an even more difficult scenario, I'd love to see you do turning departure stalls (say, 20 degree bank to simulate something like a climbing cross wind turn). Those were always the ones that were the most challenging for me due to the wing drop. The intuitive thing is to crank the opposite aileron, which of course can often make things worse. It's a really good lesson on the importance of coordination and rudder use at low airspeeds.
Try this one out and let me know what you think - th-cam.com/video/CD-WFjpthns/w-d-xo.html
MzeroA Flight Training ah perfect, thanks for the link!
Thank you for what you do for all of us students
Student pilot here, love the content Jason! I reference your style frequently when flying with my Cfi! I constantly work to get the airplane trimmed in the “schapert style” aka hands off. Can’t express my gratitude to you and team for the knowledge that has been bestowed… safe flying and god bless
Great video Jason, I recall my first training with power on/off stalls... I put too much back pressure and the plane was not coordinated, ended up in a spin, my instructor recovered it that day. I find your videos very helpful!
I signed up for “Understanding ATC” and “Knowledge test bootcamp”! Looking forward to pass my knowledge written test and check ride very soon!
I did that yesterday... scary at first but then I enjoyed doing stalls haha
@@braydenmethven4672I’m starting stalls first thing tomorrow morning. Hopefully we don’t end up in a spin…
I’ll be doing this next lesson. A bit nervous but more confident now that I’ve watched this. Btw I’m training in a Tecnam 92
Thanks for this! You really explain it well- i try stalls for the first time tomorrow!
I really psyched myself up before I started doing these because people were talking about how freaky they were…and it was the biggest non-event. We did a few, kept the ball centered (using a LOT of right rudder in my particular aircraft), the nose went bloop, we recovered and flew away then went back to base for some touch and goes. All of that anticipation for no big deal at all. I can see how it might *become* a bigger deal if you don’t keep things level and coordinated…other than that, no sweat.
Keep it up Jason always simplified by you and made easy for us ..a good pilot is always learning
Thank you my friend
Jason, I thought that panel was a great panel when you first showed it to us. I was so wrong. That panel is AMAZING!!!!! (Singing voice)
hahahah thank you
I LOVE the paint scheme on that Cessna!
Thanks so much!
That was a much better example than I’ve experienced. My instructor at the time never had me slow to VR, it was always cruise speed to power on stall. I hated it.
Glad our video helped, James! Thanks for watching!
thank you for this info, I am supposed to fly tomorrow and I need to know this stuff. thank you
Glad it was helpful!
Just was introduced to stalls. Defiantly something to get used to.
I’m about 70 hours in and feel comfortable in the plane. Have all my solo CX time done and STILL absolutely suck at stalls and it’s very frustrating. On a good day I’ll get 1 or 2 out of 5 where I don’t lose my heading. I don’t know what to do!!!!!
If you're turning to the left or right while stalling or just after, it sounds like you may need more rudder. And be sure to keep ailerons neutral!! I struggled with the same thing.
If you introduce aileron roll into a stalled wing, you stall it further which exaggerates a turn.
I know it may feel right to try and steer out of the turn but it'll only make it worse. Try and remember to use the rudder instead😊
@@Ner-vodso I’ve since figured it out (better than before anyway) for some reason I realized my body incorrectly thinks I’m rolling when I am not. I have no clue why but trusting my attitude indicator over my eyes has helped a ton. I kept trying to roll left to combat the feeling of rolling right at that high aoa and it would cause me to loose my heading to the left.
Great video. Do you ever discuss in another video how to properly recover from a wing drop during a stall? It was my natural tendency to use aileron when I got my PPL 20 yrs ago, and my cfi had to break me of that habit over 1 flight of at least 15 stalls. It was an exhausting day.Thx for great vids.
How do you recover from a wing drop? That happened to me during my first power on stall and I got my instructor and In a spin😅
Hey Jason! Student pilot here! Going for my presolo check ride later this week. I always have the problem practicing my power on/off stalls. My biggest problem is fighting the instinct not to stall the plane! It’s so hard to pull the yoke all the way into the chest! Your explanation of why we practice makes me a little more comfortable! Great videos! Thanks😁
Fantastic explanation and recovery, simple to understand too. Thank you!! 😊👏
Good video makes me understand a bit how the plane should flow during this maneuver. Tried this twice this past weekend. It seems the aircraft nose is dropping fast and significantly for me and feel I have a good right rudder in but was getting bad left yaw's, one really close one that has me quiet jittered for power on stalls. Not sure if I may be releasing the right rudder subconsciously while focusing on the other aspects of recovery.
Thanks Jason.. Love the new panel...
Coming here after spinning out my plane on my 4th training hour. I wish I found this channel sooner.
Welcome to the channel! Thanks for watching!
Thanks Jason. "Rusty Pilot" headed out this afternoon with a CFI from the local club (which I joined last night) for my 1st flight since 2005. Your videos are no small part of what inspired me to get back in the left seat. My goal is that instrument ticket, so hopefully you'll see me logged in over at m0a.com soon!
Fantastic! Please keep me posted on your success.
It went pretty well for 13 years off. Nailed the power-on stall :)
Wow Jason, grate looking airplane after makeup 👌🏽
If I subscribe do I still get to view the episodes with Magda and Areal Tweto? So much fun and productive
Well Explained, Good Video..
Thank you for the great video! I am a student and fly in a 1962 C150-B. My plane loves to spin on Power on Stalls... they’re the one thing I have issues with! But I’ve gotten good at recovering from spins 😂. I feel with no matter how much rudder pressure I put on the aircraft it still wants to spin left on me any recommendations?
I’m way late to the party, but the trick with the 150 is to watch the nose in the stall. Aim it at a cloud, mountain, or spot in the sky. If it starts deviating from that point, use the rudder to get it back to that point. A lot of people get stuck looking at the ball, compass, or instruments in power on stalls. Keep your eyes on the nose. Sometimes my 150M kicks, but it’s not nearly as bad or scary anymore. A couple seconds of rudder fixes it.
I think your video is well done but I think you need to emphasize the importance of trying not to loose altitude during your recovery because you could be very close to the ground. On the airplane stalls a small pitch reduction and full power applied the airplane will be flying again, fly through the stall so as not to get into a secondary stall, pitch up so as not to loose altitude. You do a great job with your video's I have watched some of them. Keep up the good work.
Late to this video, however it's interesting to note that not all planes will give up that easily. My 162 climbs a pretty long time before actually stalling. You end up in a really nose high attitude as well to get it to break, otherwise it just plows ahead with the horn screaming at you, teasing around 40 kias, refusing to let the nose go.
That was amazing Jason! Thank you.
Honestly, practicing "go around" full flap, fully trimmed, landing configuration type of stalls would be far more beneficial. That is where most stalls occur. Not sure why FAA doesn't make it a requirement for checkride. During go around, adding full power causes pitch up and inexperienced pilots have the startle effect, have a tendency to fixate out window, forget airspeed, retract flaps wrong, forget trim. or all of the above, and unfortunately many accidents. Check out the stats for GA accidents. These type of stalls could be simulated at 4k. I realize there are power off stalls but they just aren't the same. Just a thought. Here is a go around accident...very sad...RIP but a good example... th-cam.com/video/mf3xhjXl454/w-d-xo.html
David M I agree
FAA's and EASA's focus is PREVENTION, i.e., recognize the signals, but eventually don't stall. No matter how much you practice this at 4K, you will not have this height in a real situation. Proper go arounds are practices with real GAs, close to the ground, but without stalling out. This is gives a better satefy overall.
Power on stalls were honestly the reason I quit flight training. It freaked me out so much. The first time I did one I did okay, the second one I started going into a spin and my instructor said it was because I had used ailerons when the plane dipped to the right. I was able to recover, but the freakout had done its damage and I didn't want to fly anymore. That was a few years ago.
The aviation bug is back though. How can I overcome this fear? I wish I had Jason as a CFI
What are you do when your DPE is 300 pounds in a stall warning horn is going off during the whole flight on a hot day?
You make it look so not scary. I wish I was near your flight school so I could go.
Thanks for watching! Keep on practicing and you will master those stalls!
They scare the heck out of me! When I started flying, I was in the Navy, and learned at the Flying Club.Stopped when I went over seas, did not start again until many years later. Had already done solo x-country. Got back to flying, and went from 172 to Cessna 150. Did a few, and pushed the nose so hard, it scared the instructor. It scared me so much, I pretty much gave up on flying lessons :(
i failed my checkride because of this shit, all good except this
love the videos, thank you for sharing!
Glad you like them!
May I ask why you're in the copilot's seat in this video? Also thank you! Great knowledge-refreshing stuff for a student pilot like me
The instructor sits in the right seat
@@TheMclovininthehouse but he’s PIC
Awesome!
The avionics look great!!!
Really enjoy the videos. This makes it very easy to understand. Also enjoyed the video on power off 180s!
I tried the link for the giveaway, but I’m not seeing anywhere to sign up. Any suggestions?
Hey Jason I watched a video on a accident that occurred when a relatively new pilot went to a class “b” airspace and ATC over worked the pilot and on her 3rd go around she retracted flaps at 62 knots. While doing a sharp left turn .Can you do a video on recovering a left turn slip stall?
Jason Soucie PARE, power idle , ailerons neutralized, rudder opposite of spin, and elevators down , or neutral. But remember if you enter a spin on base to final you’re probably not going to have the altitude to recover,
Are you not mentioning anything you are doing with the rudder when you drop the nose at the stall?? I am needing to use a ton of rudder and we are instructed not to touch the ailerons (152)- thought it was interesting that there is absolutely zero mention of rudder during the recovery (to prevent a spin)
So how much altitude would be lost in A C 172 with a power on stall? 150 feet maybe?
I can't believe you can pull the nose up so hard, SO long on that Cessna 172...wow!
It makes me wonder how anyone could ever stall it!
There have been cases where people left their flaps full when performing a go around, instead of putting them in when attempting to climb. Unfortunately, when you’re that low to the ground, it’s difficult to recover from that stall.
Is there a too low of an altitude for a nose down stall recovery?
yes, we train at min 6000ft and recover by 2000
I am really appreciate our helps
How much rudder coordination is required is very important. That's what I'm facing at the moment
Indeed! Thanks for watching, Vivek!
Hey Jason, random question but what brand of shirt are you wearing and what’s your favorite brand of shoe to fly in?
The big thing is rudder control and recognition of the stall soon enough to minimize the altitude loss.
Thanks for watching, Shawn!
Ur a Legend
Thank you
My problem is that my plane almost rolls over before the plane stalls, almost every time. What part of my coordination may be messed up?
I’m staying coordinated but my wing always wants to dip left or right? Why is that? Ailerons are staying neutral.
THANK U!!!
When I do my power on stalls, my plane tends to bank heavily to the right after the buffet and break. The ball is kept in the center in the turning coordinator and the wings are leveled but I don’t know why that keeps happening. Can you help out?
Same 😔
Use the rudder!! When at a high power setting theres going to be a natural tendency to yaw to the left, so keep that right rudder down as needed. Use ailerons to keep level as well but just remembering not to use it during the break or you night cause a spin.
When I do my stalls I have a tendency of not keeping my wings leveled and even when I don’t move the yaw I’m still not leveled and the plane shifts a little bit do you know why? And have advice?
i guess iam late for the bose give away!!! just 4 years
Do you use the rudders to maintain yaw control?
Can you do a wing drop stall
Video on how you record the cockpit audio?
I am not having a good experience doing these, without enough right rudder you end up in a spin.
Same happened to me, the fear of getting into a spin was holding me back on these so much. So I learned to recover from those too
Same here.
In a full power climb, the airspeed will reduce even below the normal (1 g) stall speeds, and the effectiveness of the vertical stabilizer and the rudder seriously reduces. I ended up in an asymmetric stall to the left, or to the right (used a LOT of right rudder) in a C-152, with a 90 degree bank and high speed dive, high G pull-out.
Bloody scary.
The good news is that recoveyr is really really simple and straghtforward,. Accept the temporary freefall, power to idle, controls to neutral and by the time you verify this, you have enough speed again to roll back to normal level flight.
@@rnzoli 90 degree bank in a Cessna 152?! That must have been pretty terrifying we’re you soloing?
@@parker8784 no, I was with an instructor, who deliberately put me through these exercises. It humbled me :) We entered the incipient spin almost exactly as the C172 in this video. th-cam.com/video/WKIk-dqml6U/w-d-xo.html After the recovery, I got my breath back, did the exercise a few more times, every time better, no more spins. But there was always a bit of asymmetry in the power-on stalls, and it gave me an uneasy feeling. That is a less pilot-friendly airplane wouild start spinning, or how a pilot-friendly Cessna can violently spin under icing conditions. Got to be careful, no joke.
@@rnzoli I just learned about stalls today in ground school. My instructor had to hit a kid because they wouldn’t let go of the controls during a spin one time. Next time I fly I’ll be doing stalls so hopefully everything goes well.
Hi Jason,
ACS says +/- 10 degrees heading, so is it more important to keep it coordinated (which sometimes results in me going outside of those restraints) or keeping it on my heading for my checkride?
Both of those things are important when doing a stall. If you don't keep your plane coordinated you will possible place yourself into a spin. Also the ACS is what you are going to be tested on so this is equally as important. It sounds like you might not be using your rudders as efficiently as you need to.
I tried the power on stall, my problem is that I couldn’t keep the same heading!
Hi Henriette! Thanks for watching! Keep on practicing and make sure to stay coordinated (keep the ball centered)!
Do them at partial power, like a partial power engine failure at say 1, 500 rpm getting only and turning right 20 degrees of bank, you will see how easier is to stall that way.
Lets Teach the most common way to stall. not the most uncommon like full power with no cargo and no turning. That Teaches how to be careless and in denial by doing them the most unlikely way to stall..
When I do power on stalls, my plane typically turns to the left and I have to add right aileron to compensate. What’s the reason for this?
it turns left due to the left turning tendency with full power. Use rudder to compensate, never ailerons since it can possibly turn into a spin. Always use rudders to stay coordinated
so when doing stalls especially power on stalls you really wanna fight the urge to correct with aileron because that can induce a spin. Got to add right rudder as you're adding the power back in. if youre with an instructor let them know and try recovering a stall with aileron and you can see how fast it will develop into a spin.
How much rudder are you using??
Hi Shiv! Use enough rudder to keep the aircraft coordinated, or you may have heard "keep the ball centered". It will be different for each aircraft. if you need any more clarification or have any other questions please reach out to us at support@mzeroa.com. Thanks for watching!
Whar about right rudder?
Hi Jorge! You may need to add rudder in order to keep the ball centered to avoid an uncoordinated stall. Typically this is right rudder (due to the left turning tendencies being at a high angle of attack with a high power setting) but it is not always the case. Make sure you're referencing the turn coordinator. Thanks for tuning in! Please reach out to us at support@mzeroa.com if you have any other questions. Fly safe!
I don’t like the casual hands crossed on the centre yoke. Looks to sloppy
Is it just me or did this instructor forget to bring his student along for the lesson? :P
This is just straight, what about turning departure stalls
@@jjd228 I'm a flight instructor myself, I just anticipated him doing stalls while in a turn also
Here is our video on turning stalls - th-cam.com/video/CD-WFjpthns/w-d-xo.html
I always ended up winging drop xD
I want to sit in the left seat.
That's not a stall, ...now, THIS is a PROPER STALL, YO!
th-cam.com/video/Fue96WsySn0/w-d-xo.html