A wonderful video, Dave. Best explanation of why aileron input makes a spin WORSE that I've ever seen -- also your advice that 'you haven't lost control' just because you've lost roll control is a WONDERFUL idea to pound into pilot's heads. I learned a lot -- and would love a chance to get in a plane with you and practice these techniques in my plane. Congrats.
Began learning to fly at 18 in 1953. First aircraft Aeronca Chief - 1st hr my instructor was teaching me stall and spin recovery. Those planes were not placarded against intentional stalls and spins in those days. When I was stationed at Cherry Point MCAS in 1957, I took some more dual with a fellow Marine who was a CFI and owned an Aeronca Champ. Had lots of fun doing stall and spin recoveries above the beach at Morehead City. Your instruction brings back some pleasant memories.
This video is a very informative, practical and real life example. I don't know why this video is not widely viewed and shared especially the student pilots or the rusty pilots. I am highly grateful for your work.
Thanks, that’s the reason I made the video. There are to many accidents because people don’t understand what’s happening in an unintentional deceleration leading to a stall.
Dave, Excellent description and demonstration, very clear and succinct explanation of the control inputs that are working just fine even in a stall. Well done.
Dave, this is the first video I have ever seen of yours and it's absolutely outstanding. I am creeping up on 300 hours, currently working on my commercial rating and to be honest, I am still a little uncomfortable with stalls and spins. Matter of fact, I find that I am always hyper aware when transitioning from downwind to final as the whole stall spin scenario terrifys me and is usually nagging at the back of my mind. It seems that we get plenty of reinforcement through videos and articles about how that fear is justified, but this may be the the first video I have seen that shows just how much control we have. I love how you make the point that you have in fact not lost control as you still have two additional control inputs that are working just fine, you just need the presence of mind to use them. Well done sir.
Thank you for your feed back! If you have any questions, write me at Airparklivin@gmail.com. My goal is to stop stall spin accidents through education! Share my video please. I what to get the word out!
"I love how you make the point that you have in fact not lost control". Not true. When the wing stalls, you have lost control. He delayed four seconds and lost 200ft before moving the control wheel forward. Unacceptable. The recovery could have been accomplished in a fraction of that time by moving the control wheel forward immediately. Also check the vertical speed indicator - it was nearly fully pegged because of the delay in lowering the nose. Even after he recovered airflow, then he still had dangerous momentum from that vertical speed with which to deal. That could have been avoided if he had dealt with the most important item first - the pitch.
Interesting... My cfi taught me, ailerons level, pitch down, opposite rudder. I'm watching your hands (ailerons level) - elevator THEN pitch down. When we practice stalls together, my archer stalls wings level for the most part. However when I'm practicing solo stalls, the plane tends to fall to the left. I never thought to maintain with rudder. Great video, thank you! I will remember this and be a better pilot!! 👍
Ailerons level is the right thing to do! In the video, I demonstrated that application of ailerons to stop the roll aggravates the stall. I want people to see that! If you ever experience a wing moving the opposite direction of your aileron input, immediately apply forward stick and use the rudder to control your heading! Thanks for watching and please share
It blows my mind how calm you are doing these anti-stall techniques, Dave! It goes to show how important training and trust in your method/technique is. As someone exploring the idea of learning to fly, the thought of an aircraft spinning scares the hell out of me. Having watched this video I think I'm one step closer to taking the plunge and signing up for that first intro flight. Absolutely amazing! Thank you, Dave!
HOPE the people livng under you are not freaking out I used to do that south of Tulsa and the people living below me called the FAA NICE PROCEEDURE to stay alive ! So simple
Rudder is used to stop any rotation. Elevator is used to reduce angle of attack. The timing on who goes first, rudder or elevator) is reduced to a micro second. The stall I demonstrate requires both almost at the same time. Tomato vs tomato
@@airparklivin5460 Your sequence at 9:18 does not follow what is recommended for stall recovery in the Handbook, page 5-16, which is 1. disconnect wing leveler or autopilot, 2. pitch nose down, 3. roll wings level while also cancelling yaw with rudder. For a spin recovery, on page 5-25, the sequence is full opposite rudder and then positive, brisk, and straight-forward elevator immediately after full rudder application. But you are still out of sequence because it is explained in the next two sentences that the forward elevator movement "should be taken immediately after full rudder application and do not wait for the rotation to stop". Your sequence at 9:18 is #2 - Rudder to stop rotation. That could take several seconds and in some situations, the rudder will not stop the yawing. Even if you can stop yaw with the rudder, the airplane is not under control until the angle of attack is lowered. So what should be done first - push the rudder to reduce or stop yaw or push on the stick to recover control?
@warren5699 Warren, You stated that in 9:18 my sequence does not follow recovery in “the Handbook”. I am not sure what handbook you are referring to. My aircraft was built in 1971. It has a Airplane Flight Manual. It is a very short document without any stall recovery procedure. Anti Spin technique which I describe and demonstrate in the video is addressing the situation which seems to be the leading cause of the stall/Spin accidents we are seeing in General Aviation. That is flying at very close to stall speed with the airplane uncoordinated. (The Ball is slightly out of center). In this situation, one wing exceeds the critical angle of attack first. This is followed by a slow roll on the longitudinal axis towards the stalling wing. This is not a full wing stall, it is a gradual stall of one wing. If the airspeed of the airplane remained the same, a simple rudder application to correct the out of trim condition, (uncoordinated flight with Ball out of center) would correct the situation. What happens if the airspeed continues to decay and the angle of attack is not decreased, the unaware pilot applies aileron to stop the uncommanded roll. This increases the angle of attack on the stalling wing, which causes a full stall, while the flying wing angle attack is decreased. This situation causes rotation about the yaw axis. SPIN ENTRY! At this point, no matter how little rotation has taken place, Rudder. Application stops rotation, Elevator to decrease the angle of attack. The spin is prevented before it develops. Anti Spin is just managing your heading with rudder at all times. Lateral control of most small GA aircraft is affective well below stall speed of the main wing. As I posted on the end of the video the standard Spin recovery for most airplanes is: 1. Throttle Idle. Ailerons neutral 2. Rudder (Full Opposite to spin direction) 3. Elevator forward to neutral The first three steps are done immediately. Then you wait for the airplane to stop spinning to recover. 4. Recover from dive. A fully developed Spin may require patience after the first 3 steps are performed. I have been in planes that take a few complete turns to stop spinning after the correct control inputs are performed. This is why it is Highly recommended to seek Spin training in any airplane one wishes to conduct spins in. I hope this helps answer your questions.
I agree for a Coordinated Stall, (Left and Right together), forward Elevator first. You must use your rudder to maintain your heading. In a spin, Throttle Idle, Rudder full opposite to spin rotation, Elevator neutral. Wait for spin to stop, recover from the dive.
@@airparklivin5460 Dave, Sorry, I included the page but not the full name of the handbook - Airplane Flying Handbook. On your sequence at 9:18, #2 is Rudder to stop rotation, #3 is Push forward on elevator. Prior to that at 5:30, you had said "push rudder and don't let the nose yaw anymore, and then push forward stick". I think some may read that as don't push until the yaw has been stopped, which would be an undesirable delay in reducing the angle of attack of course. The FAA Handbook pg 5-16 has a different sequence, i.e. push before using ailerons/rudder. The uncoordinated stall recovery pg 5-20 is the same sequence - "It is therefore essential for the pilot to follow the stall recovery procedure by reducing the AOA until the stall warning has been eliminated, then roll wings level using ailerons, and coordinate with rudder inputs before the airplane enters a spiral or spin". That's why I said the video is out of sequence with the FAA Handbook.
A wonderful video, Dave. Best explanation of why aileron input makes a spin WORSE that I've ever seen -- also your advice that 'you haven't lost control' just because you've lost roll control is a WONDERFUL idea to pound into pilot's heads. I learned a lot -- and would love a chance to get in a plane with you and practice these techniques in my plane. Congrats.
Began learning to fly at 18 in 1953. First aircraft Aeronca Chief - 1st hr my instructor was teaching me stall and spin recovery. Those planes were not placarded against intentional stalls and spins in those days. When I was stationed at Cherry Point MCAS in 1957, I took some more dual with a fellow Marine who was a CFI and owned an Aeronca Champ. Had lots of fun doing stall and spin recoveries above the beach at Morehead City. Your instruction brings back some pleasant memories.
Great video! No one teaches it like this. We need to rename spin training to anti spin training. Thanks for sharing!
Thank you Dave for this video. Reinforcing the rudder's effectiveness is under taught.
I'm not a pilot but want to learn to fly now that I'm retired.
This is a great video!
Now I want to live in an "airpark"!
Excellent demonstration
This video is a very informative, practical and real life example. I don't know why this video is not widely viewed and shared especially the student pilots or the rusty pilots.
I am highly grateful for your work.
Thanks, that’s the reason I made the video. There are to many accidents because people don’t understand what’s happening in an unintentional deceleration leading to a stall.
Excellent instruction, simple and succinct.
Dave, Excellent description and demonstration, very clear and succinct explanation of the control inputs that are working just fine even in a stall. Well done.
Thank you
Dave, this is the first video I have ever seen of yours and it's absolutely outstanding. I am creeping up on 300 hours, currently working on my commercial rating and to be honest, I am still a little uncomfortable with stalls and spins. Matter of fact, I find that I am always hyper aware when transitioning from downwind to final as the whole stall spin scenario terrifys me and is usually nagging at the back of my mind. It seems that we get plenty of reinforcement through videos and articles about how that fear is justified, but this may be the the first video I have seen that shows just how much control we have. I love how you make the point that you have in fact not lost control as you still have two additional control inputs that are working just fine, you just need the presence of mind to use them. Well done sir.
Thank you for your feed back! If you have any questions, write me at Airparklivin@gmail.com. My goal is to stop stall spin accidents through education!
Share my video please. I what to get the word out!
"I love how you make the point that you have in fact not lost control". Not true. When the wing stalls, you have lost control. He delayed four seconds and lost 200ft before moving the control wheel forward. Unacceptable. The recovery could have been accomplished in a fraction of that time by moving the control wheel forward immediately. Also check the vertical speed indicator - it was nearly fully pegged because of the delay in lowering the nose. Even after he recovered airflow, then he still had dangerous momentum from that vertical speed with which to deal. That could have been avoided if he had dealt with the most important item first - the pitch.
Excellent video.
Thank you sir
best explanation I've ever seen of pro-spin inputs. thanks
Glad it was helpful! Thank you. Please share and help get the word out
Outstanding Dave! Thanks for helping us to get more comfortable and safe in the air ☁️
Well done Dave !! Thanks for that video....
Interesting... My cfi taught me, ailerons level, pitch down, opposite rudder. I'm watching your hands (ailerons level) - elevator THEN pitch down. When we practice stalls together, my archer stalls wings level for the most part. However when I'm practicing solo stalls, the plane tends to fall to the left. I never thought to maintain with rudder. Great video, thank you! I will remember this and be a better pilot!! 👍
Ailerons level is the right thing to do! In the video, I demonstrated that application of ailerons to stop the roll aggravates the stall. I want people to see that! If you ever experience a wing moving the opposite direction of your aileron input, immediately apply forward stick and use the rudder to control your heading!
Thanks for watching and please share
Great video, Learned A lot, Thank you.
Thank you for this.
Really good. I always appreciate a lesson set in the aircraft I fly.
Glad you enjoyed it!
Thank you sir ,you have probably saved a thousand lives (literally).Tbh I did enjoy the spin in my AUPRT 😅. Stay safe aviators.
thank you for your comments! That is my goal! I hate all the accidents that happen. Education can save lives..
It blows my mind how calm you are doing these anti-stall techniques, Dave! It goes to show how important training and trust in your method/technique is. As someone exploring the idea of learning to fly, the thought of an aircraft spinning scares the hell out of me. Having watched this video I think I'm one step closer to taking the plunge and signing up for that first intro flight. Absolutely amazing! Thank you, Dave!
I am glad you liked it. I love flying! I hate reading about preventable accidents! I believe in safety through education
Great information, thank you for your hard work! This is an area that I didn’t get enough training on.
Thank you for your comments. I hope to educate pilots and stop stall spin accidents. Help get this video out, share it with your pilot friends...
Nice jo Dave....
Thank you
Very interesting!! Thank you
Glad you liked it!
Awesome video!
Thank you
Thank you
HOPE the people livng under you are not freaking out
I used to do that south of Tulsa and the people living below me called the FAA
NICE PROCEEDURE to stay alive ! So simple
Very interesting....by chance.. do you know Dave Clinton a pilot from Indiana?
I sorry for the late reply, no I am sorry I don't
i’m at the spin recovery part of my PPL training. i can’t seem to find the courage to stall without rudder or with stomping on a rudder
What are you ft per min during this stall? I’d love to see someone fly this down thousands of feet in a stall.
I am planning more videos with other types of planes
I need a shirt! Lol
Yes we do! Are you still making shirts?
Lol yes
Stall recovery happens when the angle of attack is reduced so I think you are wasting time by applying rudder first.
Rudder is used to stop any rotation. Elevator is used to reduce angle of attack. The timing on who goes first, rudder or elevator) is reduced to a micro
second. The stall I demonstrate requires both almost at the same time. Tomato vs tomato
@@airparklivin5460 Your sequence at 9:18 does not follow what is recommended for stall recovery in the Handbook, page 5-16, which is 1. disconnect wing leveler or autopilot, 2. pitch nose down, 3. roll wings level while also cancelling yaw with rudder.
For a spin recovery, on page 5-25, the sequence is full opposite rudder and then positive, brisk, and straight-forward elevator immediately after full rudder application. But you are still out of sequence because it is explained in the next two sentences that the forward elevator movement "should be taken immediately after full rudder application and do not wait for the rotation to stop". Your sequence at 9:18 is #2 - Rudder to stop rotation. That could take several seconds and in some situations, the rudder will not stop the yawing.
Even if you can stop yaw with the rudder, the airplane is not under control until the angle of attack is lowered. So what should be done first - push the rudder to reduce or stop yaw or push on the stick to recover control?
@warren5699
Warren,
You stated that in 9:18 my sequence does not follow recovery in “the Handbook”.
I am not sure what handbook you are referring to. My aircraft was built in 1971. It has a Airplane Flight Manual. It is a very short document without any stall recovery procedure.
Anti Spin technique which I describe and demonstrate in the video is addressing the situation which seems to be the leading cause of the stall/Spin accidents we are seeing in General Aviation. That is flying at very close to stall speed with the airplane uncoordinated. (The Ball is slightly out of center).
In this situation, one wing exceeds the critical angle of attack first. This is followed by a slow roll on the longitudinal axis towards the stalling wing. This is not a full wing stall, it is a gradual stall of one wing. If the airspeed of the airplane remained the same, a simple rudder application to correct the out of trim condition, (uncoordinated flight with Ball out of center) would correct the situation.
What happens if the airspeed continues to decay and the angle of attack is not decreased, the unaware pilot applies aileron to stop the uncommanded roll. This increases the angle of attack on the stalling wing, which causes a full stall, while the flying wing angle attack is decreased. This situation causes rotation about the yaw axis. SPIN ENTRY! At this point, no matter how little rotation has taken place, Rudder. Application stops rotation, Elevator to decrease the angle of attack. The spin is prevented before it develops.
Anti Spin is just managing your heading with rudder at all times. Lateral control of most small GA aircraft is affective well below stall speed of the main wing.
As I posted on the end of the video the standard Spin recovery for most airplanes is:
1. Throttle Idle. Ailerons neutral
2. Rudder (Full Opposite to spin direction)
3. Elevator forward to neutral
The first three steps are done immediately. Then you wait for the airplane to stop spinning to recover.
4. Recover from dive.
A fully developed Spin may require patience after the first 3 steps are performed. I have been in planes that take a few complete turns to stop spinning after the correct control inputs are performed. This is why it is Highly recommended to seek Spin training in any airplane one wishes to conduct spins in.
I hope this helps answer your questions.
I agree for a Coordinated Stall, (Left and Right together), forward Elevator first. You must use your rudder to maintain your heading. In a spin, Throttle Idle, Rudder full opposite to spin rotation, Elevator neutral. Wait for spin to stop, recover from the dive.
@@airparklivin5460 Dave, Sorry, I included the page but not the full name of the handbook - Airplane Flying Handbook.
On your sequence at 9:18, #2 is Rudder to stop rotation, #3 is Push forward on elevator. Prior to that at 5:30, you had said "push rudder and don't let the nose yaw anymore, and then push forward stick". I think some may read that as don't push until the yaw has been stopped, which would be an undesirable delay in reducing the angle of attack of course.
The FAA Handbook pg 5-16 has a different sequence, i.e. push before using ailerons/rudder. The uncoordinated stall recovery pg 5-20 is the same sequence - "It is therefore essential for the pilot to follow the stall recovery procedure by reducing the AOA until the stall warning has been eliminated, then roll wings level using ailerons, and coordinate with rudder inputs before the airplane enters a spiral or spin". That's why I said the video is out of sequence with the FAA Handbook.