Quick STALL RECOVERY Advanced Training Technique .WARNING , NON INSTRUCTIONAL!
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- Опубліковано 9 лют 2025
- WARNING NOT INSTRUCTIONAL discuss it with your CFI before attempting.
Its a technique learned at an advanced pilot flying course.
Learned this technique while training at BUSH AIR in Nevada, stall recovery with minimum altitude loss, most stalls happen in the pattern, if you are going to loose 1,000ft to recover its too late, with this technique you loose between 30 to 150 ft, so either learn this technique or fly how the FAA wants you to do to recover as soon as the stall warning goes off, but the old technique to recover loosing 1,000ft is dangerous and might not be enough to save you.
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Good lesson Larry, as usual. What you are covering is sort of the history of stall recovery technique at altitude, both PTS and ACS. I started flying before Practical Test Standards when "Stick and Rudder" was the common teaching theory. That was the full stall, dump the nose, add power, and raise the nose back to level. There were more incidents and accidents in those days with a certain number of fatalities. Then I became an instructor just after the PTS came in. PTS wanted full stall, push to brake stall, try to catch nose at horizon and not lose more altitude. This is pretty much what you are teaching here, which is fine at altitude. Anyway under PTS, the number of incidents and accidents were reduced but then number of fatalities were not. ACS has now gone back to the dump the nose technique, I think. Again, incidents and accidents have been even further reduced but the number of fatalities have not.
What all of this history of stall recovery technique has pointed out, I think, is that planned and practiced stall has almost nothing to do with inadvertent stall in the pattern which is still fatal using either high altitude technique. My solution, for many years, has been to teach the safety design feature of dynamic neutral stability in the airplane in the turn. I go back to what Wolfgang admonished us to do in "Stick and Rudder," pay attention to "what does the airplane want to do." So during a pitch up or during a turn, what does the airplane want to do? Yes, of course, it wants to lower its nose to prevent (not recover from) stall. This, not any stall recovery practice, is the solution to the problem that has continued regardless of the type of stall recovery practice. The stall that kills is not anticipated. It is not a practice stall. At pattern altitude it kills long before the three seconds average to recover from startle. We are not going to beat, in my opinion, the three seconds average to recover from startle. That is why I teach the basic low ground effect takeoff until the obstruction requires Vx or Vy as appropriate and on long runways does not even require that. Anyway pitching up just enough to just clear the obstruction retains that extra free ground effect energy, that zoom reserve airspeed, until maneuvering around terrain and obstructions can be done safely without stalling.
Anyway, good lesson on efficient stall recovery technique. Consider also how we might prevent stalls, most of which occur at pattern altitude. Consider what the airplane wants to do. Is the airplane, and its designer, really so wrong?
Finesse is important….
Thanks Jimmy
As a glider pilot, you learn to circle in thermals very closely to stall speed. Laminar flow airfoils have nasty stalling tendencies, so you practice to fly close to the edge and recover quickly once you've gone over it.
The practice stalls only sharpen your skills at the input, but the awareness is different. You have to develop that while flying in the real world or thinking about flight. The thinking part is dangerous, because wrong assumptions can lead to conditioning to inadequate solution attempts.
It's the unanticipated stall, in which the startle factor is involved, which adds to altitude loss, and stall spin is the real killer.
Thank you for sharing this video. If you ever do it again, I would love to see this technique performed in the base to final turn. That’s where most of the low level deadly stalls take place. I don’t think many of them are when wings are level.
Those are accelerated stalls. In 1999 my CFI taught them to me power off while overshooting final. On a .. Piper tomahawk at 2,400 feet agl only.. Tough maneuver on Tomahawks..
Turning stalls are the real killers at pattern altitude. Inexperienced or non-proficient pilots getting slow while in a turn, and uncoordinated are the ones that end up dead.
My recommendation is to incorporate turning stalls into ones stall practice, and to always stay above the DMMS for the plane until on a stabilised approach.
You can always unload the wing in a descending turn as well if the circumstance warrant it, but that isn't something an inexperienced pilot should be playing around with.
Yes those are the ones that will get you, we did practice turning stalls, power ON , power OFF, in all flaps configurations.
On my CFI checkride in 1993 in a cessna 172RG the DPE asked me to demonstrate a stall in a clean configuration and not lose any altitude. I used the technique in this video and lost 50 feet. The DPE was trying to pressure me into a secondary stall with the request for no loss of altitude. The flight portion was the easy part, I failed the checkride trying to teach eights on pylons on the ground. lol
Good video Larry. I need to get out there and do some more stall practice. 👍
Having the stall warning blaring that long on final is not ideal. If the STOL kit lowers stall speed the horn needs to be adjusted accordingly.
The instructor firewalling the throttle as fast as he did is a damn good way to stop the engine.
This technique is highly dependent on aircraft type. Not all airfoils and circumstance will allow this to work.
Trying to recover by pushing to almost the same AOA which started the stall in the first place puts you dangerously close to another stall. Carefully done on a docile aircraft would definitely be worth a try to save your bacon 🥓 in a real world scenario, but it’s far from guaranteed. Worth practicing because it helps you learn about exactly what’s there at the bottom of the flight envelope.
Thanks for sharing and letting us have the conversation! 👍🏼😊
There is a difference between stall and spin entry….
Practice stalling at alttude and keeping wings level with rudder….
@@MACE1-1 Yes , and falling leaf [ oscillation ] stalls should be a maneuver on the ACS , noting loss and gain of altitude through each cycle clean and with flap , at altitude of course .
@@davidwhite8633 We did this in tailwheel training. Teaches you to use your feet...
@@MACE1-1 of course they are different. just to separate the stall recovery, from everything else: if your stall recovery is not robust, you can enter an accelerated stall while recovering from the initial stall. that is the danger of this type of stall recovery teqnique. of course depends on airfoil RN's/ density altitude.
PTS was about recovery from a full stall. ACS is about not letting the airplane stall at all. You need both.
That part was posted about Slow Flight. The PTS method often means the stall warn will blare constantly which desensitizes the pilot to a warning alert.
In both the PTS and ACS you take the airplane to a full stall and recover when demonstrating power on and power off stalls unless the DPE says otherwise.
@@taytayflyfly7291 Thanks, I was PTS and don't know much about ACS. Makes sense now.
Sometimes all this stall
Stress makes me wanna learn gyrocopters
@@inventsc Stalls are actually very benign and safe in trainers that are approved for them! It’s understandable to be somewhat alarmed but there shouldn’t be anything to worry about.
I had an instructor who was also a FAA check pilot. He use to make me recover from spins under the hood and do a full stall power off landing from altitude. It was just a matter of keeping the wings level and stalling into into the ground. It may be a somewhat rough landing, but one you can walk away from.
I had similar training back in the 80s
I always did full stall landings, chopping power opposite the numbers on downwind. Those landings were never rough!
On a cessna, of course..
@@outwiththem
LOL, there are aircraft I wouldn't try it with.
@@outwiththem
My favorite was a 150 Aerobat.
Amazing Videos! I have watched dozens now and it never gets old. Great flying and locations. Thanks!
Yes
And get a secondary stall for sure. People tend to pull up more when scared, DUHH.
Great refresher thanks.
Just one question why is sky/ground inverted on the attitude indicator of the Nanchang ?????
That is the way they make them on Nanchangs and Yaks
Great advice and demonstrations.
Can save lives!
I think most fatal stalls occur during approach turns to final or during take off with engine outage and subsequent attempt of impossible turn. These two should be incorporated into your method and practiced at higher altitudes.
Right. Those are accelerated stalls. Or Steep Turn Stalls. Not taught by most CFI's. Shame..
@@outwiththem Proficient CFI's with military IP and combat experience is a good place to start...Its the mens department of flight instruction...
@@MACE1-1 Too many "Mild Maneuvering CFI's". They cant even demo a steep turn stall at 3k agl. I learned them on Tomahawks, LOL..
I might be missing something, but isn't this just a normal stall recovery technique?
I think the difference is the immediate pull-up after adding throttle. At least in my training the focus was first on establishing flying speed, before the pull up. Unless you are an exceptional pilot, the immediate pull up can induce a secondary stall. So, you lose up to 100 feet in an FAA recovery technique. In bush flying, that may be too much of a loss of altitude. So, by really knowing your plane and practicing maybe you can get the stall recovery down to 30 feet.
Good technique. How does it look with a power on stall? Just a quick push down then back up?
Exactly
All circuits to land should be in one direction only and all prop -engine rotations matched …so the wing that dips for the turn gets more lift .. good idea hey?
Can you please talk about the mini slip indicator mounted on your Alpha Systems AOA and where you got it? Thanks.
We are making one, testing prototypes right now, maybe in two months we will be selling them.
@@motoadveBackcountry182 Thank you for the fast response. I look forward to hearing when they are available.
Larry does your 170 have the IO-370 210 4 cylinder Continental engine? I have been following the AOPA one that is in a raffle give away soon, at both the AOPA fly in and at Sun N Fun where the IO- 370 had recently been installed.
Mine has an O360 Lyc 180HP
What is the small HUD on your dash?
Alpha Systems Angle of Attack Indicator.
the thought is you can not stall a unloaded wing
Yes, you can stall a wing at less than one G. I've done it!
@@edcew8236 less than 1G is still load on the wing. Unloaded wing =0G