Power Off Stalls
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- čas přidán 24. 08. 2016
- **The FAA recently rewrote these procedures and now call them the Airman Certification Standards. According to the ACS, for slow flight the pilot should establish and maintain an airspeed at which any further increase in angle of attack, increase in load factor, or reduction in power, would result in a stall warning (e.g., aircraft buffet, stall horn, etc.). The maneuver should not activate the stall warning system at all if it is properly performed. And if the stall warning goes off, a student is expected to promptly recover from the impending stall. Please refer to the current Airmen Certification Standards for the most recent guidance.**
Typically encountered during approach and landing, the power-off stall can be difficult to master without proper technique. In this video, we will teach you how to recognize, avoid, and recover from a power-off stall, as well as how to setup the maneuver in the training environment.
www.erau.edu
Watching it right before my progress check
Doing the same now!
Same here
Where r u now blud
I hateeeee ittt 👏👏the most unpleasant sensation I ever experienced in my training
good! that way if it ever happens in a real world scenario you will notice it right away and make sure it never happens again! lol
Wait till you get into spins and negative G maneuvers =)
@@SVSky what rating do you those for ?
@@alfredodiaz7000 they’re not required
@@alfredodiaz7000 spin recovery training is part of CFI training
Great video. I have trouble with this stall
Thanks Profesor for your class.
Awesome instructional video
Informative video, thank you for sharing
These videos are so helpful
There were some great visuals as well as a thorough explanation in this video.
There better be! Kids pay a lot of money to go to this flight school (I did 20 years ago). We just luck out and can see them for free on CZcams due to it being much cheaper for the school to host on CZcams for free vs on their own private servers.
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@Emmanuel Alexzander Instablaster ;)
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Thank you for this content
thanks
I just started experimenting using Foreflight and Cloud Ahoy to display the altitude lost from straight and from turning stalls when at 2,000 or more AGL so that I can land closer to the edge (on calm days), and smoke my buddies with their Cubs.
When looking at the altimeter alone, It seems I lose about 20-30’ in my Aerotrek A220 from the gentle break, until I lower the nose, add power and begin to climb, and about 40-60’ in my RV8 (when I’m going straight and ready to take action).
If I hold the stick full-back in my Aerotrek, (like a panicked student might) it will lose 200’, then start flying on its own, then stall again a few hundred yards later, drop 200’ and repeat over and over. Like my RV8, the Aerotrek has zero tendency to drop a wing, so it takes deliberate inside full-rudder to initiate a spin. (I have never actually spun the Aerotrek as it is not rated for them).
A buddy of mine has a radar or similar device in his Saratoga that calls out the distance above the runway when landing.
I think combining this with a precise vertical profile that can be reviewed would greatly improve the aviation learning curve and safety.
4:41
entry-
carb heat hot, throttle idle, bring back control wheel, until you hear the stall horn, once the stall horn is heard, full back. keep you focus on the rudders as one wing may drop.
recovery-
carb heat cold, let the nose drop little bit to gain airspeed, full power, and quickly nose to horizon and trim nose up, establish for cruise.
No- Do not go carb heat cold first - that can cause an engine failure due to carb ice in some airplanes such as the C-150. Recovery should be:
1) Reduce angle of attack (stick forward, nose down),
2) Apply full power,
3) Carb heat cold,
As wing starts flying again:
4) Flaps up to 1/2 (if they were full),
5) Stick smoothly back to a positive rate of climb,
6) Retract remainder of flaps
7) Reestablish level cruise flight
I'm still at the point where everything is happening so fast I have trouble with this recovery
@@experimentalairplane -- Whoever told you that dont know much about engines.. With carbo heat throwing hot air into cylinders and you put a lot of power you could cause cylinder damage due detonation.. see videos about DETONATION. One of the main reason is too hot air into cylinders.. Im a CFI and Engine Performance and Repair Specialist..
C172SP is fuel injected there is no carb heat
@@andyhawaii2819 -- First time i flew the SP was around 1976. Has almost same engine as the Cardinal..
I have those same shoes. I got them at Wal-Mart for $17 bucks!
07:42 mild banks are not the main causes of turning stalls, steep turns are. Mild Maneuvering instruction is denying the main cause of power off stalls. The Steep Turn pilot errors by mild maneuvering instructed pilots. Practice Accelererated Stalls after mild t;urn stalls done well.
cool
No wing drop ?
7:20 why is the mixture almost lean and not rich
when you push the power back to 1500PRM, to maintain altitude you must pull back on the yoke, how is it you gotta push forward when you add each flap?
Flaps generate lift and make the airplane “float” up. To counteract this change in altitude, forward pressure is needed
I had an instructor tell me to keep off the rudder during stall as it can cause a spin but this goes against what other instructors told me
You want to stay coordinated, if not you will cause a spin
Thats the kind of Mild Maneuvering CFI to avoid. They want to use only half of the controls needed.. They are clods. YOU NEED TO USE ALL CONTROLS.. That CFI is full of shiiitttt...
jd10t I was told same thing years ago during training. No rudder.
definitely need rudder especially in power on stalls, staying coordinated is super important
6:33 Unpleasant falling sensation.... tell me about it 🙄
The straight ahead stall is much easier than the banked stall
you can say that again!
Hello,
Do I understand it right that,
Stall will happen when you have a large angle of attack at relative low speed?
But if, with the Same Angle of Attack, the speed is much higher, then stall won't happen. Right? And the plane will climb up of course. Right?
If right, What are those speeds and angle of attacks?
If not right, Then how come that fighter jets and other acrobatic planes can climb strait vertically?
I suppose this is because of their high speed, which provides enough lift, no matter in what direction they move.
So why can't normal plans in a critical angle of attack give full throttle to gain more lift?
Stalls can happen at any airspeed and any attitude; the only thing that matters for inducing a stall is Critical Angle of Attack. If you're past Critical Angle of Attack, you'll stall.
I'm not 100% sure how fighters go straight vertical, but I believe it has something to do with managing their thrust-to-weight ratio. But for the purposes of civil aviation, moving really fast will not prevent you from stalling, and stall speed even changes based on your maneuver and how your aircraft is loaded.
At or beyond ctitival angel of attack, air flow above wing is disturbed so you lose lift. Thus it happens at any speed
@@realjohnald
That's what is difficult for me to understand.
Air is everywhere in the sky. In any direction we fly, there is equal air.
To get air pass along the wings, we need to move our plane fast through the air. Then at a certain speed of our movement in any direction air passes along our wings, and we get lift.
So why the angle of a plane makes air act otherwise than flying parallel to the horizon? While air is the same everywhere.
@@gemini76isback
That's what is difficult for me to understand.
Air is everywhere in the sky. In any direction we fly, there is equal air.
To get air pass along the wings, we need to move our plane fast through the air. Then at a certain speed of our movement in any direction air passes along our wings, and we get lift.
So why the angle of a plane makes air act otherwise than flying parallel to the horizon? While air is the same everywhere.
Pls read first few chapters of “ from ground up” ..... or sign up for ground school.... or search why planes fly on CZcams ....
I noticed that mixture was leaned. I have not seen that before. Could you explain why you were not using full rich mixture?
Great video information
I am not sure I am correct so please take with a grain of salt. The leaner the mixture the better the combustion but the higher the risk of overheating. The richer the mixture the more cooling effect the fuel has. So from this I would say its leaned as to increase efficiency of combustion and prep the engine to give as much power after the stall. This would make sense in recovering as quickly as possible form a stall. If it would be full rich then the cooling effect of the extra fuel plus the sudden altitude drop might affect the engines rate of delivering power in a critical situation. I could be wrong though.
Marco Williams, stall manœuvrer are supposed to be full rich, your right. And no you don’t got more power after a stall being lean than being rich. This is what I’ve learned. The best is to look into the POH check list of the plane.
Over 5k density altitude if engine dont overheat you can lean even at full power with most non turbo engines..
Lycoming has updated leaning recommendations, in large part because flight schools have been running there engines way to rich and actually reducing engine life. (most notably the Embry Riddle Florida fleet)
While one sentence answers to leaning are inappropriate for overall pilot training, the short answer is that the only time you should be full rich is for initial start and a full power takeoff below 4-5 thousand feet density altitude.
Lean for taxi[bp], lean for run-up[bp], lean for high altitude takeoff[bp], lean for cruise[bp or fl], stay leaned on decent(richen when the engine runs rough). bp=best power aka max rpm, fl=fully leaned for economy, which is lean until the engine gets rough then richen just enough to smooth. The only reason to be rich on final approach is if you don't trust yourself to promptly richen on a go around.(is a reasonable concern) Also to be noted is that there is a red zone in the middle where you can cause heat damage, rich of this zone and fuel cools, lean of this zone and the extra air cools.
This is not advice for turbo-supercharged engines, they have a whole different set of criteria.
From what I’ve seen they actually just use clips of video that shows what they are describing. The shot you’re seeing is not the actual maneuver being performed. They just had stock video of the pedals and edited that in
As an examiner i want to see a candidate performing stalls with minimum recovery height of 3000 feet. When i do check outs, i tell pilots the same, i tell them you never know what an aircraft is going to do. If an aircraft as a lot of hanger rash, they can do some interesting things at the stall.
Hangar Rash??.. Is that for bugs in the pitot tube?? Or just rust on the controls or else?? LOL..
All of our stalls start no higher than 3000agl, too easy to bump into the class B shelves. At least for straight wing trainer aircraft it takes a lot more than a few dents on the airfoil to make a recovery use even 1000 feet, either the airplane is not at all airworthy and should never have passed even a cursory preflight or the candidate should not have been endorsed to take the test.
I get the concern as an examiner you have a large set of unknowns. However I've never heard any of our local examiners mention recovery minimums other than what is required in the ACS and I know the FAA has been tightening up on DPEs that try to set their own standards.
@@TheDuckofDoom. Soooo maybe get out from under the class B before practicing?
Class B at 3000 AGL? practice a few miles further from the Class B ??
5:05, 5:15
i can't understand why we should apply forward pressure on the yoke to maintain altitude.
rather, should we apply back pressure in order to maintain altitude?
As the flaps are put down the nose is going to want to go up in the air, thus adding forward pressure to stop the nose rising so you can maintain altitude.
I don't get it either...because you are slow at 1500rpm...meaning you will lose altitude and to compensate i.e maintain your altitude don't you have to pull back on the yoke?
@@websterhumphreys8744 Lowering the flaps causes increased lift, so you need to counteract that lift by pitching the nose down.
Great videos but your tuition fees.... ugh... I am supposed to be an international student but nvm
Cyrus Parallag We’re sorry to hear that. In all reality, our tuition rates are actually lower than many private universities.
@@ERAUSpecialVFR "Our really high rates are lower than the rest of the absurdly high schools by a little bit"
You're good but slow down a touch
I legit had to pause this video probably every 10 seconds to take notes because of this. Although, it helped me make a great PDF with all the maneuvers though.
Personally, I don't think that high altitude training in power-off or power-on stalls is effective because it's sterile and doesn't mimic the real-world situations in which deadly stalls happen- when the pilot's attention is focused upon other goals. If this approach was effective, deliberate stalls during training and flight reviews would have eliminated real-world stalls long ago. Perhaps virtual reality-type flight simulation with different contingencies (engine out, icing, high density altitude, pattern work, base-to-final turns, etc.) could provide more realistic stall avoidance education?
There is absolutely zero reason to have to use the heading indicator and attitude indicator to practice stalls. It's a shame these videos are 95% good and 5% bunk.
That is true if all you care about is flopping the airplane around in the air. However, I think the purpose here is to practice so you can maintain a precise heading during the entire maneuver to be prepared for if it happens over the runway, or in other situations close to the ground. In those cases, it may be critical to not just recover, but recover in a precise direction and location. It may be that the very next thing that MUST happen is an immediate forced landing--better to be where you want it than just wherever it happens to flop to.
@@skippingguy "That is true if all you care about is flopping the airplane around in the air."
It is true period. Look out the window. You can hold heading perfectly well without instruments. Same way you do when you takeoff or land.
In a C172 I can recover with losing more than 100 ft.
Dang ur awsm…
It is better to simulate a glide, with trim well for a glide, then a turn, then stall and recover.. Scenario Simulation relates the maneuver to a common stall mistake situations instead of relating it to nothing and simulating NOTHING...
Exactly.. They are relating the maneuver to nothing at all..
5feetgoaround fullflapsC150 I’m not sure what you think they’re not simulating. At 4:08, the narrator states to set up a 65 knot glide to simulate an approach to landing. Watch the video again and listen before making incorrect critical comments.
power off stall = landing. power on stall = take off. seems pretty relatable.
@@Ironiclobster69 Most power off stalls happen on a turn of base to final, not slowly pulling elevator like that...A 45 degree turn power off, a sudden Panic Pull from the pilot due overshooting final leg- and stall. Some CFI are afraid of teaching those due the can result in a spin and the are afraid of spins..
@@CFITOMAHAWK2 So you figure as a student pilot I should start learning to manage a stall by giving a good panic pull on the yoke and see what happens?