Bonanza Go Around Power on Stall
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- čas přidán 26. 04. 2022
- Bonanza Go Around Power on Stall- Is it the Big Bad Bear that is going to eat you?
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FlyWire is about exploring flight and the freedom this incredible experience brings us on a personal level. Flying has always captured the imagination and excitement of living life to its fullest. Hi, I'm Scott Perdue. In a former life I flew the F-4 and F-15E, more recently I retired from a major airline. I've written for several aviation magazines over the years, was a consultant for RAND, the USAF, Navy, NASA as well as few others, wrote a military thriller- 'Pale Moon Rising' (still on Kindle). But mostly I like flying, or teaching flying. Some of the most fun I had was with Tom Gresham on a TV show called 'Wings to Adventure". We flew lots of different airplanes all over the country. Now with FlyWire I want to showcase the fun in flying, share the joy and freedom of flight and explore the world with you. Make sure you subscribe if you want to go along for the ride!
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See this video I did with an Extra 300L: czcams.com/video/a4gRbpSoiLs/video.htmlsi=wdIP6oE3-uNat72E
I've been flying for over 50 years, and I learn something new every time I watch you, Dan, and Juan. Your work saves lives.
In this day and age of “experts” whose level of ignorance is fairly high it is refreshing to here someone who knows what he is talking about! Thanks for being there!!!
Bless your heart..nobody expects you to gamble with your life for our benefit Scott, you already offer so much invaluable advice for GA pilots. That’s not a lack of guts, it is common sense and wisdom.
Isn't saying 'bless your heart' to a southerner an insult?
You and that plane are one with each other!!!
6:00 Frankly, I think it's more a surplus of brains than a lack of guts.
Great video. 3.8G is my max. I also dont have the guts to let these power on stalls develop... my right foot will move involuntarily
Take some advanced aerobatic training in the right type of aircraft.
@@pittss2c601 yes i do need to but not had time to with other courses in the works.
Well done, and said Dan. My primary instructor and a student were killed in a V tailed Bonanza doing same in 1976. Thank you.
I’m not Dan.
Completely agree with you about abrupt control movements. Always hated it when instructors would throw around airplanes to make a point. Completely unnecessary. Really enjoy your channel.
Uncoordination is another speed killer, It produces like a Forward Slip but with the nose up. The hardest go around is the one with a right crosswind and needed to turn right to realign or fly on the right side of runway while trying to climb. Full power, nose up, turn right to right side of runway.. if not enough right rudder, you get The Forward Slip on go around situation. Nose Up/Forward Slip =Kills speed, then stalls or hit the trees at end. Kaput.. I used to teach them on C172 to advanced students only.
No abrupt control movements is a good philosophy. Set the control to were it should be and let the aeroplane settle into the new setting.
While getting out of spins is nice to know, prevention of spins is paramount to saving your bacon when down low.
Flying gliders while thermalling we (much younger than today) pushed the envelope quite hard, sometimes very close to the stall. Once I experienced the nose slicing into the turn and the inner wing dropping. Unload, opposite rudder and just a smidge of (coordinated) aileron to level out. Almost no altitude loss and I could continue circling for lift.
Excellent comment! Thanks for sharing!
Unless you're flying an aerobatic sailplane. You still want to be fairly smooth on the controls although you can really crank it around. Inverted thermaling is a hoot.
9:00 I totally agree with you on abrupt control inputs and limits. Metal not only has a memory, but aluminum has a molecular structure and elastic modulus is lower than (more rigid) than steel, and will stress weaken more quickly under high loads.
Your videos are fantastic.. I am a mid 50's student pilot and the information you provide is immensely helpful..
At least we would have had video of you trying to exit the plane if you had gotten into a unrecoverable spin. I don’t have the guts is a very smart reaction.
Once again, I highly recommend getting some time in a sailplane, its all about coordinated turns in a thermal and keep it from stalling or spins. It isolates all the "noise" and focus on flying. Just Sayin!
Aerobatic sailplane training & practice. It is not noiseless due to the wind speed. Inverted thermaling is a hoot.
I wanted to practice go arounds on the Blanik, but they didnt want to teach me that. Bummer..
Good demo
Thanks for sharing, Scott.
Stunning camera work on the climb out! Very useful video.
Thank you for another great, important topic, video.
When I saw your Parachute I thought you might have an "emergency," leading to you bailing out and videoing your aircraft going down. Wait, that's already been done. Proof that you don't have to create drama and lose your license to make great content. Thank you for this awesome video all general aviation pilots should watch.
Did power on stall with an instructor once. (never again please) in my P35 Bonanza (V tail) and got a rapid break to left. Was not ready for it and got near inverted and nose direct down . Absolutely scary. Had 2 friends die in a K35 stall spin in a balked landing in Salem OR this February probably due to unexpected power on stall. Dan Gryder did a review on it.
It's funny how I hear all this talk of unloading and it reminds me that when I took my ppl check ride the examiner put the hood on me, jacked the airplane all over the place to mess with my inner ear and put us in a dive and a steep bank with the power on. I heard the engine speeding up so I knew we were probably in a dive and I knew I was going to pull the power first thing. When he said recover I looked up and saw the expected dive but didn't expect the bank that I saw, so I cut power and simultaneously rolled the wings level and pulled out of the dive.
I was never instructed to level the wings before pulling out of the dive, it seemed like it took forever to recover.
He told me that I should have leveled the wings first then pulled out of the dive but never told me why.
I recently saw a great video with an airline instructor pilot showing an airline pilot almost that exact same thing in a Boeing 777 simulator.
He showed how much slower the roll rate is when you start pulling back on the yoke while simultaneously trying to level the wings when recovering from the same attitude I was in.
Even though it's a 777 there's a drastic difference between the unloaded and loaded roll rates.
The problem with GA aircraft is that they don't have fatigue meters like Fast Jets do. A FI, or Fatigue Index is calculated on both the amounts of G and the number of times. A 6G turn can add as much fatigue as several 3G turns. Fatigue causes metal to crack after multiple bends that are below its design limit. Scott is right in taking it easy in an older aircraft.
Stick to aerobatic aircraft with wood or composite spars and rebuild when necessary. No metal. Although Curtis Pitts always said that wings can only take so many cycles before failure.
Wow, Sir ,thanks.
Thanks Scott. Love videos with real simple practical safety advice. Cheers.
Scott, I believe the rudder is the most misunderstood and underused flight control in GA a/c. Yaw strings on our fighter a/c is an indicator of how important yaw is. Keeping your foot on the ball is not emphasized enough in GA a/c. After flying jets for 40 years, I started flying small GA a/c and couldn't find the rudder trim handle. It is not in most GA a/c. Therefore, it requires a foot on the rudder pedal to keep the a/c coordinated. That is tedious. An uncoordinated a/c will stall much quicker than a coordinated one. So, understanding the entry to a stall watching the ball is a good technique that CFI's don't teach. Additionally, I found that tapping the rudder as I entered a turn would keep the ball centered and make the turn coordinated. I would like to see you conduct a flight demonstrating the practical use of rudder to keep the a/c coordinated and reduce yaw. I love your videos. Bravo Zulu.
Excellent demo and insights Scott! In your last installment I mentioned the yaw clue awareness a test pilot and CFII buddy 'Carl' used to emphasize, under the hood as well. At 4:40 we can see the slow left yaw on your VDG (virtual DG) even as you add additional right rudder, and that's just the clue that Carl used to train to be aware of, and a cue to lower the angle of attack, and how simply lowering the AOA slightly will stop the yawing moment. Of course, at lower altitude, with more power, what you demonstrated would happen much more abruptly, and at lower AOA and higher airspeed would it not?
On your second demonstration, at 5:10 , we see an even more obvious and extreme left yawing movement on the DG well before the stall, from when you applied the more aggressive pitch input.
From watching this valuable demo, my perspective was that the per-imminent yaw warning was obvious, and that awareness of that, and that pitch alleviates that risk is an essential skill.
Thanks!
Excellent comment and you are exactly right!
@@FlyWirescottperdue Thanks Scott, this episode is an essential life-saver. I am surprised by how many pilots CFIs don't understand this
Thankyou Scott.
"no guts to do that" hahaha Im with you Mr Perdue, no need to do the full stuff, the point is to recognize it, and avoid it. BTW, 533C was my fav airplane of the fleet we used to fly in Venezuela, DO 228s, YV 533C, I even have those numbers in one of my RC models. Thanks for the good video!
... I think that's called 'Wisdom.' I wouldn't be able to force the issue, either. Nicely done!
He did do a full stall he just did not let it develop into a possibly resulting spin which is what you should ALWAYS try to do unless you are in an acrobatic or “spin training approved (higher load limits) aircraft. He was very smart about this especially since this aircraft is many years old.
Old pilots vs bold pilots.
He didn't get old by pushing the envelope.
@@user-kb8gh5jv9t That is an aerobatic Bonanza. He is wearing a chute too.
I learned to fly in Canada. Not in a Bonanza of course. We had to do a fully developed, three turn spin before we were allowed to go solo. Nobody asked about my "guts".
Find someone that does spin recovery training, Extra 300 or Decathlon, you’ll be amazed how easy it is to recover.
My first hours flying were in a 300L. Removes the fear of spins, unless you’re in a Cirrus. Lol
All right this should be a good one.
Hey! Thanks for showing us Sir! Great show .
I appreciate your viewpoint on setting limits below design limits and knowing your aircraft. That 2 to 3 minute chat about the history of your aerobatic aircraft and your statement about purposefully limiting your maneuvering envelope to 4 Gs, even though the aircraft, when it rolled out of the factory was certificates to 6 Gs. Is the type of practical philosophical instruction which too many instructors do not take the time to impart on their students. When I have instructed in single engine pipers, such as a straightforward 200 HP arrow, and I have a ham fisted pilot I would, on the ground show him/her the stabilator bolts which are roughly the diameter of a pencil eraser and explain the coating and wear limits as well as the control problem which would result should one or both fail. It puts the gloss of reality into a maneuvering speed discussion which typically follows. Keep up the teaching spots in your videos…
Great comment! Thanks!
Great lesson Scott, thanks.
My instructor called these incipient spins and drilled it into my head how to prevent a fully developed spin. We practiced spins but mostly how to prevent. Keep preaching and teaching. You will save lives.
That is the correct term.
The airshow boys do constant, extreme, abrupt stick movements with high G's.
Yes, they do. Perhaps a more comfortable thing with a brand new carbon fiber spar.
Great class includes examples as you showed. UPRT is exactly that, learn to recognize and avoid. Thanks for the demo.
Thanks Scott , yes I did learn something and I enjoyed it.
Thanks Scott. Good informative video as always.
I often think about the amount of stress that our 40 year old airframes can take. Abrupt control movements are never necessary for normal flying but we wonder about turbulence as well. I'd say there's been many short-lived Gs over the years in the bumps.
awesome video captain , keep them coming , more on A36 please
Thank you for your efforts, very informative 👍
I like how he set the "hard deck" nice and high.
Great video. Really appreciate the insights
Scott re-emphasizes how hard you need to work to put an aircraft into a potential spin. The average or even below average pilot will not ever encounter a spin condition. Planning for the worst is good, but practicing for this is vital. The other key is currency and proficiency. The last is what puts pilot in the high risk/hazard category.
My instructor always told me that you should never use abrupt control inputs unless it was an emergency situation like collision avoidance or a traffic pattern stall/spin recovery. It's not good for the airframe. I really like how you did this video with safety in mind.
Reminds me of walking out to the edge of the high dive when I was a kid, lol.
Amazing life saving videos you make sir!
I’ve never saw someone split center line so perfectly orrrrrr bonanza gear retract with such haste. You just can’t beat the look of the garmin glass. When I was in the air force there was no worse day than a pilot coming back with a “over G” code in cits. The boron back bone of the B1-B was a nightmare to inspect
Excellent demonstration and information as always! Thank you. I’m shocked at how slow the stall speed is. You were a solid 30 degrees pitch and held it for a while. I’m sure your skill for sure made it so smooth and gradual.
G,day Scott from Sydney Australia.
Great explanatory and valuable video;
* Filming of PFD (approach to stall measurements).
And reminder of corrective control inputs:
Opposite rudder, forward yoke/stick (down nose) wings level recover.
🐢💮
When I began my training in 1974, we trained for full spins, but before I finished, Transport Canada had put a stop to that and began insisting on Incipient Spins only in training. I imagine that is a debate that still continues.
"I'm a 4 G guy" - Something Scott would never say in a Tomcat.
I am now. Once upon a time I was fine at 9g. Even felt good! Not now, just hurts.
Preventing the spin is always the best plan when doing a go-around.
Just no room for recovery if you let the spin develop.
That's good training and good practice.
Me to my instructor: "Every time I practice this maneuver, I feel like I am poking a viper with a stick." Instructor to me: "Well, you are!"
My instructor was too scared to even show me how to do that. Asked her several times and she wouldn’t do it. I had to figure it out by myself.
Great demonstration combined with spot on instruction and recommendations. I was a T-37 instructor years ago and agree with everything you said about spins and using the spin prevention to recover from early signs of a developing spin.
Thanks PT, the Tweet is where I leaned it!
Best thing to happen to me during training for my PPL was getting a wing low executing a power on stall. That day I discovered the importance of good (or not so good) rudder control. Though not required, I spent an hour doing nothing but spin entries and recoveries, and glad I did. I guess I just don't understand the rationale for not having some sort of spin training as a requirement for a PPL.
Don’t apologize. Saw all we needed to know.
G'day Scott,
Yay Team !
I echo the bloke who spoke of his Sailplane days..., we used to try to fly as slowly as possible while attempting to "Core" the Thermals, sort of tickling it around right on the edge of an Incipient Spin.
In fact my Instructor used to "Rouse" on me for not using "enough" Rudder when I was being taught to recognise what the Incipient Spin felt like..., my excuse being,
"But, I'm listening to the Aeroplane, feeling it through the Controls, and it HATES me trying to turn it while going this slowly...."
I'm probably wrong, but my impression is that one has to be not paying attention for a Stall to sneak up and "suddenly occurr", at least in Sailplanes. My Ultralight Motorglider never managed to surprise me either..., one time after a missed approach I applied Power (all 22 Horses), and at about 300 ft when I attempted to turn (left, going with the P-Factor) I felt the machine go "soggy" and start to "settle"..., so I touched the Right Rudder to lift the Left Wing and maximise my effective Vertical Wingplan Area, lowered the Nose a smidgeon and recovered 5 mph and it started climbing again..., I don't think it settled more than 10 ft.
But if I'd either failed to respond, sat there and waited..., or tried to lift the Wing with Ailerons then I'm pretty confident that I would have finished by spinning into the Village of Red Range.
Sailplanes for Ab-Initio is my prescription, for whatever it's worth.
I really enjoyed all your Camera Angles and Editing on this, great work..., excellent stuff.
I cobbled up a Chest-Mount for my Phone-Camera, and posted Video of an 8.2 Km test-ride on my eBike, it's at the top of my Scroll at the moment...; trouble with the Framing meant I was mostly videoing the Bike's LCD Computer Screen and the ground around and going under the front wheel - but hopefully next attempt I'll have the Screen at the bottom of the Frame and will be showing a bit more scenery.
My neighbour's Driveway makes it pretty much an excercise in eBike Motocross, so rough I go faster uphill than down, least one aquire too much speed !
Such is life,
Have a good one...
Stay safe.
;-p
Ciao !
Many go around stalls while turning right to fly along the runway on your left side. Uncoordinated, its drag produced. I also did in 1996 "The Chandelle Stall to the right". Surprise if not enough right rudder used. It will spin to the left..
Good solid INFO
Great review once again Scott, I do power on and off close to stalls with recovery practice once a year in my V35B at 8000’ too. It scary too but important to know signs and recovery
How do "we" recover from a very attractive, conservative, grey pantsuit?
Pulling your tail.
Outstanding and very much appreciated.
Smoochies!
WOW! Parachute strapped on...just in case. A braver man I have not seen. Great video!
They are called 'aerobatic pilots'
Hi Scott. Nice video. And instructive too. But instead of "I don't have the guts" statement should be more like "I do have the guts to not enter a deliberate departure" wich outcome is only unpredictable, but I have the guts to go to the edge and show you pilots how to recognize the beginning of a departure in order to avoid it. 'Cause that's the most important thing to teach. Kudos for your courage to go to the edge to show us.
Happy landings from Portugal.
Good afternoon to all from SE Louisiana 27 Apr 22.
It’s not a lack of guts Scott it’s just good sense.
Great camera work. Interesting how the wing metal starts rippling in a stall. Suggest a tiedown ring-mounted GoPro for evaluating landings and takeoffs. I have found this very effective to record what a pilot can't normally see.
You talking about avoiding abrupt control inputs makes me half remember the AC that went down in NYC years ago after take off. The accident report said the FO who was flying was kicking the rudder around so hard it broke the vertical stabilizer off the AC! Smooth is good in a lot of things.
I feel like slamming the rudder “hard over” has caused several airliner crashes
Will never forget my first flying lesson..and the more I watch of these, the more I realise just how badly things could have gone....but this is what happened..once we were airborne and flying my CFI said “your plane” and handed off the controls and the first thing I did was put us into a dive...I hadn’t realised, (well, I didn’t know, I’d never flown a plane before..) that the yoke required very little input..so when I pushed it forward down we went like a roller coaster...sh*t...fortunately my instinctive reaction was to pull the yoke back gently, level off and then slowly climb back up...it all happened so fast, my poor CFI...but after that he said, “ c’mon, let’s go flying”...and I did, out of the restricted zone, down the coast, over the water and finally back to the airport. Although, we were half way through the flight when he asked “are you flying by the instruments?” .....which I was, again, nobody told me I shouldn’t...and he said “no, no, no...” and covered up the instruments with his clipboard. that was 36 years ago, and it still seems like yesterday.
Crashed the aircraft avoiding wake turbulence that was a complete non issue
🛩👍
Naturally, when I was working on getting my PPL in the mid-1970’s, I learned and practiced all types of stalls in Cessna 150’s/152’s. But I don’t recall doing power-on or accelerated stalls in my dad’s Cherokee Arrow II. I do remember the buffeting while practicing power-off stalls. I don’t think I ever fully stalled it. I always kept it trimmed to a safe airspeed and stayed away from the ends of the envelope. Perhaps one of these days I’ll run across my old logbook and see if I made any interesting entries in it.
I just got checked out in an Arrow II this past summer, and power-on stall in landing config was one of the check items. It wasn't terrible. The stall with autopilot on was interesting!
Having done spin training in a Bonanza I don’t blame you for not wanting it to do a full turn spin as it is exciting ! I have to do recurrent training next week in the Sim what fun stalls and unusual attitudes here I come.
Stay Safe Scott
I do spins in my Bonanza all the time. It is an Aerobatic airplane. I've done LOTS of videos on spins in this airplane. What I was talking about was doing an accelerated spin, a flat spin, in this airplane. To do that required a much more aggressive push than I was willing to do.
@@FlyWirescottperdue
I do not blame you for not wanting to do a accelerated flat spin.
Really love the way you present these videos. How hard would it be to exit your aircraft to bail out especially in a.spin. It would have to be a challenge. I think you only have one door on the right. ( You don't have to show us hahah). Keep them coming :)
It would be hard to exit. The door has a handle for quick release. Get rid of it is easy. Crawling out is hard.
In my book, "I don't have the guts" = you have good judgement. I've had spin trying in a Cessna Aerobat. The instructor climbed steeply and then input abrupt full rudder. The next thing that I knew the ground was spinning around in front of me. I didn't see that as realistic. I'd rather do spin prevention training.
I'm glad you didn't do it. I was scared that you would do that dangerous maneuver. Seems like something to practice in a simulator.
PREVENTION is No Accident. Stay coordinated and fly DMMS as a minimum until you’re on final, then fly Vref.
No stall, no spin.
Simple, right?
Hated doing spins and had a IP that was into acrobatics and we'll you know how that went.. Understanding how to stop it from happening is the best policy as far as I'm concerned. You have to know your plane's limits as well as your own and work inside those parameters. Yes stuff happens but it usually comes from bad decisions.
Thanks for the great video, Scott. We need to talk soon. I leave for OTS very soon. I’ve been flying a few times a month to keep my hands warm.
That's awesome Jordan. Keep a good attitude, OTS won't last forever. Remember the whole thing is designed to stress you. Rise to each occasion. And keep us posted!
My first spin, was done practicing departure stalls in a C-150, many years ago.
That's too bad. Proper aerobatic airplanes only for any type of aerobatics. There's nothing like it.
@@pittss2c601 It wasn't intentional, but a great learning moment. Anyway, C-150 is approved for spins. I love aerobatics done a lot in my RV3 & 4
I appreciate your "test-pilot" videos to inform us about the actual, practical effects of various conditions (aircraft inputs, weather, CG/load, etc) on the outcome of the aircrafts behavior.
But I still have a nagging question about the - to my mind - differences between Bonanzas with V-tails and those with cruciform tails. I can't visualize how both can perform identically in high angle-of-attack flight regimes.
Can you help me understand this?
Maybe I need to do a video on that.
@@FlyWirescottperdue as i said elsewhere you'd like the Zero tail
Thanks, Scott. What I find fascinating is that you were coordinated and diligently staying on top of yaw going into those stalls… and 33C still wanted to depart and twist on you.
Question for you: do you think yaw dampener would aggravate or help in a situation where you were approaching incipient spin like that? I personally think it might aggravate it and reduce rudder authority.
Thanks Keith, I had the autopilot on, but not engaged the first time I tried the maneuver. It is a GFC500 and has floors to prevent a loss of control, that includes the yaw damper. It did stop the stall, incipient spin. I turned it off.
@@FlyWirescottperdue I need to get down to TX for some training with you :)
This may be a exercise to demonstrate in a good flight simulator.
Scott, will you show us a full power off stall holding the stall to enable max sink rate and controllability. On a multi engine proficiency check when finished, the check airman asked if he could fly for awhile and demonstrated in a PA-23 Aztec, rudder effectiveness in a fully stalled config.. Quite remarkable.
I have quite a few videos with full stalls in the Bonanza. One in particular you should see is ‘Extending the Glude’
@@FlyWirescottperdue Mucho Gusto!
@FlyWire- scott perdue I did not hear an increase in throttle at the go around point? Neither smooth or abrupt, so as to simulate torque effect. Am I missing something?
Thanks for the video. 👍🏼
I pushed the power up. It is a Normally Aspirated engine at 8500'. Do you think I'm lying? Am I missing something?
@@FlyWirescottperdue "Do you think I'm lying?"
No, I just think I'm ignorant, and seeking to alleviate that condition. upon rewatching, I heard you say "power" but I didn't hear the engine RPM increase. So I'm still pretty ignorant as to what's going on there.
Beautiful images of an airplane doing airplane stuff. For clarification, all the time during the high pitch attitude slow flight you had a good amount of right rudder in, and pretty much until the unload?
Edit: P.S. If you plan on doing more of these videos, I don't know if the wing camera could somehow get the tail in the frame without sacrificing too much of the elegance of the images. Just a thought. Might not be possible (the images are really good as is).
Thanks Robert. Adding power I had to add rudder to the unload.
See my Tufted Spin video to see the tail.
Your real world 'lessons by example' are always fascinating. I'm curious how much altitude you lost when you let the plane break a bit before recovering. Thanks for taking the time to help make our world a little safer.
Good Question- 260' the first one and 300' the second one.
@@FlyWirescottperdue That's not bad. I mean, not great on a go around but shows that if you are on the ball, you have a chance if you bork a turn in the pattern.
Thanks for putting so much time, effort and expense into this important work. Too bad you're so good at it. Now you'll never get any time off.
I’m not a pilot, but I fly RC and really enjoy your videos. One question I have on this topic is trim setting when doing the go around. Do you have to quickly change the trim settings while you are executing the go-around and preventing the spin or is that AFTER you recover?
Good question, the Power-On Stall/ Incipient departures in this video were done with landing trim set. In a real Go-Around, I teach to power up enough to stop the descent, start the clean up (get ahead of the trim, flaps to takeoff), add power, positive rate, gear up, (in the Bonanza at 100 knots)- Flaps up, execute missed or closed traffic.
@@FlyWirescottperdue Complex aircraft are so challenging and demanding on a pilot during a go around. I flew an SNJ for the first time yesterday. That kept me busy. I prefer high powered, low weight aerobatic aircraft. Go arounds are fun.
..... well done Scott
How much altitude did you lose...?
Best regards...Rudy
What exactly do they modify to turn this plane into an Aerobatic one?
Yes, it can handle more G loading but how?
Do they simply double up on wing spars/struts. Is the skin of the wings also reinforced with different material.
Michael, it came from the factory as an Aerobatic airplane.One of the big changes is the carry through structure of the front spar is massive compared to a normal spar. You cannot modify an airplane that was not aerobatic to begin with.
How do you like the Aspen? The early challenges with it were resolved?
I do like the Aspens, I think all the teething issues are over. But I sold that airplane and now have a G3X in my F33C.
I’m assuming you were providing no control wheel inputs, just rudder, correct? This also begs the question of how much nose down trim to use during approach and landing. I was taught to provide some nose up trim when landing in high wing Cessnas, but not to fully trim away all control force, but require some back pressure during final approach and landing. That way in the event of an aborted landing, it is easier to keep the nose in the climb attitude until you have time to milk off the flaps and add some nose down trim. How do you fly approaches in regard to trim?
By Control Wheel inputs you mean Aileron? No Aileron. I trim forces off. I do not use full power in a typical Go-Around, I probably should do another video on that.
@@FlyWirescottperdue Aileron or elevator. Yes, that would be a good one. I always use full power in 150, 172 and even 182.
@@LTVoyager I always use full power in an aerobatic aircraft for a go around. You have boatloads of control authority compared to normal GA aircraft.
@@pittss2c601 I’ve never lacked control authority during full power go-around in any Cessna I have flown or any Piper for that matter (up to a Piper Arrow).
@@LTVoyager Fly a PItts Special S1S for 300 hours and you'll understand.
I watched your video and have instructed UPRT myself in corporate jets. This was an effective video and I appreciate your caution in it's presentation. One question - are you saying that Bonanzas are more prone to developing a flat spin than others? Emphasis on flat.
I just watched your related video. I’m following you now
Frank, not really. The Bonanza is like any airplane with pro- spin controls. I think the power-on stall and the Go-Around are two maneuvers that flirt with a departure that is very close to an accelerated spin.
Fantastic teaching about spin avoidance and recovery!
You use the term “unload” a lot, and I want to make sure I understand what you mean by that. Does “unload” mean power off in the context of this and the previous video?
Good question. Unload refers to the wing… unload the wing means you have to push forward to reattach the Boundary Layer.
Scott, what kinda parachute is that btw?
Since you were doing this at 8500 altitude loss was not an issue, but you were simulating a go around, so I'm curious what your altitude loss was? If your examples had happened during a real go around (and the pilot was well trained and on the ball), would the stalls/near spins have been survivable?
I lost about 300’. Survival close to the ground is questionable.
Did you actually add full power? Couldn’t hear any change in engine noise.
Think I lied? Why would I do that? Thanks for watching Brad…
For us newbies,
Wha5s the difference if you let this continue into a spin?
Meaning I've seen you practiced Spins in other videos etc.
I was a spin, and I recovered from it. If you don't recover from a spin.... then you'll impact the ground and the odds are you will not walk away.
Can someone please comment on how stick forward is a pro-spin input? I always thought the opposite.
I think I already commented on this. If you don't stop the yaw first you accelerate the spin. Did you see the Extra spin video?
@@FlyWirescottperdue went back and watched that. Indeed, this makes perfect sense, I don’t think it’s explained well in primary training. Now I understand why my C-150 checklist says to do rudder first, and only then elevator forward.
Pwok pwok pwok.
so, I’m wondering what the difference between this and when you teach others on spins in your aircraft. what about this configuration causes you to have caution? thanks.
It is taught as a Power On Stall. And people teach unload as a standard Stall recovery technique. Power and unload are pro spin inputs. Not a good idea.
@@FlyWirescottperdue do you have a video explaining the unload inputs being a pro spin input? i would like to learn more about it. thank you.
@@FlyWirescottperdue Also, my question kind of aims at other videos that I have seen you where you are teaching students how to recover from a spin but you are hesitant in this situation. does the unload input create a hazardous spin where it exceeds the limits of the aircraft?
See: czcams.com/video/a4gRbpSoiLs/video.htmlsi=wdIP6oE3-uNat72E
@@FlyWirescottperdue thank you very much sir. I appreciate it!