Stall Exercises - when the wing STOPS flying - Flight Training VLOG
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- Опубліковано 1 тра 2018
- In this video you'll see a great way to introduce stalls or build confidence as you transition to new airplanes. This simple introductory procedure is designed to help you find effective references, build confidence, and learn the stall characteristics of the airplane.
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This is some next level top notch instructing displayed on UA-cam. Anyone not watching and learning from these well edited videos are missing out.
Sunny Rawal 🙏🏻
I really do love the way you teach man. Every time I watch your videos it’s truly the finer points. I am slowly becoming a real fan of your work
Thanks man, it really is what I love to do :)
The Finer Points You really seem to have passion for what you do. I also check are you when you’re doing some fresher training with fly chops on the other guys. I recently got my private pilot license last week and yesterday I started my instruments. I have started to look at your website and follow you on Patron as well. I am in the SoCal area, so maybe one day I’ll actually get to meet you and learn directly from your some of your skills
instaBlaster
THANK YOU for teaching the side view! That is how I teach to watch for yaw (I am short and teach in a Stinson - there is no looking over the front for anything LOL). I teach slow flight and stalls are done watching the wing strut. It is basically what you are saying with this front/side combo view. If anyone has trouble seeing where the ground is on landing (when to flare) try watching this area that he has put the red line on. It takes a little faith in the system but it works. Front glance for centerline, then side study of altitude. With over 26,000 landings taught now (I'm old), this is the best trick I have ever found for the guys who cannot figure out where the ground is. Thank you for a great video!
Great to see a CFI putting up real lessons with great commentary (and enough style to make me want to watch). Keep it up. CFIs could use these as a tool with students prior to flight lessons so they know what to expect. Simulators only go so far.
Great video. I've been struggling with my Power Off Stall's, and this really helps.
Man I wish you were in my area!! Would love to train with you!
Let me know if you're ever in CA Chuck! Or Chicago for that matter, I head there a few times per year
This looks a lot less frantic than my stall recovery: i have used the side window as an aid but haven't been aware of how much detail can be attached to it - The Finer Points is aptly named!
Thanks Isaac ... you can see everything there even the smallest of movements. Just to be clear we are looking out the side of the forward window. The actual side window only comes into play in really small planes like the 152 and in those cases we're trying to look forward through the side window.
I just can't stop watching these videos, this should be absolutely what i should be taught in my flying school!
Another Great video Jason! "....and fly your best!"
Thanks Kyle, wilco
Best CFI on UA-cam! Laid back confident teaching style.
mgcomedy 🙏🏻
Another great one! I loved stall training, sometimes I'll just do some stalls/spins for fun (or, officially, to lose some altitude :)) if I get home way too high in my glider - it's amazing how much control you have with the rudder, even if the wing is pretty much fully stalled!
Love your content--you're a great teacher! Just started out here, and likely doing a bit of slow flight and first stalls tomorrow. Keep it up!
Thanks!
Nice !
Nice video, and great lesson! I'm a new pilot (
I think you'll find your eyes / brain are better at detecting yaw than even the ball. I know a lot of instructors don't emphasize this reference in Cessnas ... I even see some folks covering it up with iPads or GoPros, I wouldn't recommend that.
No surprise the eyes/brain are better at detecting yaw there, since AFAIK, the ball detects yaw by the force exerted by the airstream hitting the fuselage sideways... I think it needs quite a bit of force until it registers, while looking out probably will detect almost everything... :-)
@@realulli the ball is definatly laggy and jumpy. You do need to get into a habbit lookimg at the turn Indicator though in preparation for IFR. Can you pull out of spin in complete darkness ?
@@rinzler9775 Me? Definitely not. I don't even have a PPL.
However, the video was about VFR. not IFR.
Good points as well as many comments. Wish you had captions. Thanks for sharing.
Love these videos...!!! You should make one where you show what happens when you don't recover from a stall in a 172… the nose drops and it starts flying again by itself because its nose heavy
interesting, thanks
This video really shows how intuitively good you are as a flight instructor. I think one of the best ways to get students comfortable with stalls is to really emphasize that they’re predictable (if you’re doing them intentionally). If you apply the techniques correctly, the stall will break in the same way.
Thanks! Yes, I agree. and then over time we make it "harder". A tip I got from Rich Stowell (discussed on a podcast ... "Don't Get Upset", I think) is to have them stall while looking at the back seat to simulate surprise. Obviously this is done later when they are fully confident.
I start my stall training this Friday, thanks for this!
Awesome Rocky! Have fun and let me know how it goes
The Finer Points had my stalls today, I thought it was easy and fun except that he kept saying wait for the Buffett and I could never feel it.
Doing accelerated stalls tomorrow and just studying for the lesson. I really wish I could get out there and do some lessons with you.
Thanks for this! Some months ago, coming back from a long vacation and trying to demo a power-on stall for my CFI during a mock checkride, I inadvertently spun my 172 at full power (180hp engine and at least 2 rotations to the left). The good thing from the experience is that (after some more inadvertent spins...ugh) I now know how to recover from it and feel comfortable with recovery. I struggled with keeping the wings level with power on stalls and of knowing which way the yaw was occurring since I believe I was relying more on feel than on a visual reference. Unfortunately relying on feeling is sort of a lagging indicator for me since the yaw or roll has ALREADY occurred. The visual reference, IMHO, gives instant feedback as to what corrective actions to take. Love your idea with the side reference and plan on using it during my next practice.
I teach people to watch the wing struts with peripheral vision for rudder application. It prevents you from looking inside at the ball, which isnt necessary to maintain coordination. If the wing struts dont move, you are using the rudder correctly. If the left wing tip moves back, not enough right rudder. If the right wing tip moves back, too much right rudder. It works pretty well after people get the hang of it.
I like that Robby, my mentor CFI used to have me do coordination exercises like that one, looking only at the wingtip. I found it very helpful.
Good technique. All of my life of aviation no one ever just did a series of stalls like that without touching power. Had a guy teach me how to fully stall a 152 clean. Add power & hold the nose up maintaining a stall and control the aircraft on rudder only. This made me extremely comfortable with stalls and spins. You're a very top notch instructor. Good fortune in your career!
I think what you're referring to to is the power-on stall. It's supposed to teach the student what happens when he pulls the aircraft up too steep during the initial climb-out. Done with full power (so no way to add more) and clean configuration. (And from what Jason said in another comment, your teacher taught the falling leaf technique. :-))
Opposed to that is the power-off stall, which is being done to simulate the situation during approach and landing, usually with full flaps.
(Disclaimer: not a pilot myself, got these from all manner of places, some being the UND Aerocast videos)
Ah I see that makes sense yes falling leaf that's how I would describe it.
Thanks Brent!
When I bought my plane one of my first flights was to the practice area to see how she stalled (plus steep turns, slow flight, forced approaches, etc.). Time well-spent.
We do spins in Canada for PPL, but my Musketeer isn't certified for them. I got a wing drop/incipient spin in a power-on stall recovery once and I can see why.
It's great to do that to get to know the airplane. I'm happy to see you all have to do spins for the PPL, I think we can do a lot more work there with Private pilots.
When I did spins (Cherokee 140) my instructor was a competitive aerobatic pilot when she wasn't teaching people like me to fly. On the way back to the airport I flew with the window open and a barf bag in my lap... :-)
Great video. I feel like stalls are something we stop working on once we get our rating. Makes me want to take the 210 out this afternoon and stall it a few times.
Bring it by KSQL? ;)
Only 1,400nm away from my home base. If I'm ever out on the west coast, I will for sure stop by!
We're gonna start practicing aggravated/accelerated stalls soon, and maybe even spin stalls, in an old Cessna 150 aerobat. It's checked out for aerobatics, but the controls are so sluggish, I don't trust it haha.
Please save me.
I like seeing CFI's that teach yaw vs "ball not centered" is what causes a spin. I also like that you teach the "falling leaf" technique. I think it is one of the most powerful exercises to teach/learn proper rudder control. I wish my CFI had taught me that. I had to go out and learn it on my own later.
It's a minor thing, but I disagree with your title. When the aircraft stalls, the wing is still flying and providing lift, it's just not providing enough lift to support the plane in level flight. But, the title "When the wing stops providing enough lift to support the plane in level flight" just doesn't have the same ring.
The root of the wing is designed to stall first when the critical AOA is first reached. The wing is "twisted" down slightly toward the aileron so that aileron control remains as the stall progresses. This is so coordinated slow flight can continue as the stall nears. The stall begins at the wing near the fuselage and works its way out toward the wingtip. But the difference in critical AoA between the wing root and the wingtip is small.
The instructor does a good job here. The falling leaf exercise is probably the best confidence building exercise in stall practice. Every instructor needs to do that exercise with the student.
daffidavit yes, it's called washout. On most 100 series Cessnas it is 3 degrees from where the wing starts to taper to the tip. Even when the wing is past the critical AOA, it is still providing lift. Take a look at a L/D curve. It's a curve, not a sharp edge.
No argument from me. I'm sure you have seen the old films of strings tied to the wings during the stall. There are always some strings in flight while most are in the "burble". Or the smoke stream video on wing cambers.
ua-cam.com/video/q_eMQvDoDWk/v-deo.html
Another solid instructional video! I have a couple of questions - first you reference seeing the yaw in the side view when you lose the forward view. I'm having trouble visualizing that - is that something that was covered more in depth in the full episode on Patreon or can you give some clues on how to see it or what to look for? Second is this easy enough to practice without an instructor (seems to be) - and not to worry, I won't put paper over my instruments! :)
Hi Ben, I wouldn't mind if you put paper over the instruments :) ... and yes, I think you can practice it alone. Remember the main point is to develop trust for the reference, you don't even need to stall to do that. You'll see the yaw I'm talking about if you slow up to MCA (clearing turns first) and use a dry erase marker to mark a spot on the reference I describe. The practice letting go of the rudder, watching the yaw, putting the rudder in. This can even be done on the initial climb out of the airport. Everything you need to see: pitch / yaw / and roll can be seen there. Have fun!
As you mention - Paul turns the yoke as well as pushing forward to recover. I think that is a concern because it has the potential to deepen the wing stall and go into incipient spin ?
He needs to get in the habbit of centering yoke, he also seems to want to jump to the power - aileron and power can cause an aggravated spin - this can be especially dangerous if he goes in a spin and in a panic shoves the power on.
Always:
P - power off
A - ailerons neutral
R - apply rudder to stop spin
E - apply elevator
what's the falling leaf exercise?
It seems that always relying on the stall warning indicator to go
Off may have some bad habits associated. Namely not getting use to the feel of the stall warning. Just my HO...
Yeah that's just your altitude don't worry about it wait till it reaches 0 then we'll talk about it also there's a difference with low altitude stall and high altitude stall and each plane has a different level altitude to reach their coffin corner
Jason, I think I know, but I want to be sure. What are 'falling leaf' exercises? Way back in the 1970's and 80's, when I was doing my primary training, we did it in a 150. Great airplane. We not only did stalls, but we also did stalls to spins, and then recovery. Other than most training airplanes not being in the Utility category, why aren't people teaching spins? I understand spin prevention, that's a good thing, but you aren't going to prevent it every time, particularly low slow, in the pattern, near to the ground where you don't have time to figure out what to do next.
Falling leaf exercises are when the airplane is held in the stall and you use rudder to keep the wings level while buffeting and descending. Usually the CFI will hold it in the stall while the student works his / her feet. It's used to reinforce the idea that the feet do the work to keep the wings level in a stall. Not sure about spins, I still have my students learn them. These days I often send students on fully aerobatic lessons before they "graduate". The reason the were pulled from training is that about 90% of fatal stall / spin accidents were happening in training. It could be a "chicken and egg thing" ... maybe the CFIs teaching them didn't have enough experience themselves ... but anyway, that's officially why they got pulled. I will make a follow up to this video about falling leaf exercises.
"low slow, in the pattern, near to the ground where you don't have time to figure out what to do next" is exactly when you *have* to prevent spins, because you sure are not recovering that botched base-to-final turn that ends in a spin 300 ft from the ground.
People did the math and found out that, since most non-practice spins are not recoverable (because most pilots manage not to spin flying straight and level at cruise altitude), spin training wasn't really worth the associated risks, nor the hassle of finding a plane approved for spins.
On the other hand, people who are interested in not-boring flying should definitely do spin and unusual attitude training.
Thanks Jason, that's what I thought they were, but wanted to make sure.
Daneel, I'll agree that 300' is probably non-recoverable, but 800'? I know from experience it IS recoverable. Not me, but one of my father's students. Father and student in the pattern doing work, another student in the pattern with them, and a third, unknown aircraft in front of everyone. I honestly don't remember where each student was, IIRC, the solo student was last in line., but he may have been second in line. My father was my instructor and insisted his students learn spin recovery.
Anyway, things are getting tight, so the tower asks the solo student to slow it up some. He's in a 150, doesn't want to gain altitude, doesn't think to ask for a right 360, and eventually stalls and spins the airplane on the downwind. He was able to recover above 400', flew out of the pattern, caught his breath and his wits, came back around and landed just fine.
I talked to him later on about this (this was 40 years ago!), he said he wasn't scared, when the aircraft departed normal flight, he knew exactly what had happened, and how to fix it. He probably had gotten no more than 1/2 or 3/4 of a turn into the spin before he got it out.
The student tried to slow down, had cut the power, had the yoke back to maintain attitude and open the gap, stall horn bleating at him, and he was right on the hairy edge. He was a good student, learned well.
Both those students were at the U.S. Coast Guard Academy in New London, CT. at the time. I don't know what happened to them after they graduated, I hope both of them had fulfilling careers. Semper Paratus!
To avoid using ailerons, should he have used rudder to correct the movement to the right?
I can't recall the exact part you're mentioning but yes, in a stall you use rudder to stop (or control) wing drop just until you can get the nose down and start flying again at which point the ailerons are back in play. Rudder swings the wing forward through the air and adds airflow as opposed to increasing the angle of attack.
Any chance of buying one of those TFP caps?
I'm working on that Marc, stay tuned for more
when crap happens,, use your feet :))
M yes! I say “when in doubt” use your feet but I believe the sentiment is the same 😊
Recognize the Livermore area, which is my stompin grounds :-)
Eric Muetterties good eye my friend. We’re neighbors 😊
The Finer Points yep, many hours over those hills.
The Finer Points if you ever stop at LVK look me up, hanger 313.
Roger, I will do that!