Stalls Using NO Rudder! Prevent Stall Spin Accidents STOP Spins from starting Incipient Spin demo
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- čas přidán 26. 09. 2020
- Pilots are often uncomfortable with Power On Stalls because of the possibility that they might enter a spin. In this video I show where to look and what to do so that you will never spin an airplane during this maneuver. This video is one of many that are going into our Ground School app. It's just the tip of the iceberg! There are hundreds of videos just like this -- for more you can get a full feature 3 day trial. --
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Music by Michael Bizar
I love that the Wright spot to look is the Lindbergh reference :-)
Great video, hated doing power on stalls, you take the “fear” out of it!!!
I felt felt the same way. Take an aerobatic course and one day you'll find yourself doing inverted power on stalls....you'll never be the same again!
@@raymond06
definitely on our bucket list....
Just did about 5 power on stalls today and my instructor showed me a stall with 0 coordination. Scared the daylights out of me. I still haven’t done a successful wings level power on stall.
@@nikapls
Don't feel lonely, it took me a while to be able to as well . . .
I was almost on the verge of giving up on my flight training as I kept on having wingdrops during the power off stall exercises. Knowing how to anticipate and correct the turning tendencies with rudder pressure as I pulled back on the yoke was the fix for me.
You mean on a power on stall? Not saying you can't be uncoordinated and have a one wing dip to the right or left, but the wing drop is more pronounced on power on stalls if you're not coordinated.
@@PortugueseFlyingStew This happens on approach stalls to me as well. As soon as you pull back the stick all the way, one of my wings would dip. Even my instructor had trouble pin-pointing out what I was doing wrong because the stick would be pulled back very straight and my rudder was centered as well with barely any wind. Lets just say departure stalls were easier to me.
O my god thank you so much man ive been stuck spinnning for 7 years this is a life saver.
Love this video...already sharing with fellow pilots!! Thanks again!!
This video helped me stay on my training path too, as I was constantly hving frightening left wing drops. I even got myself out of an incipient spin on a solo flight following your guidelines, & am now confidently ploughing forward thanks to you!
Just did a (pre) stage check ride. Power on/off stalls, steep turns, slow flight, etc. Your videos have seriously helped me. I cannot thank you enough. Just watched the S-Turn vid you posted and went out and executed them perfectly for the first time. Thank you! BTW, I mentioned this to my CFI and he said he uses you too. So awesome.
One of my favorite CZcams channels
I’ve used this video to teach several students. Thank you for all you do to increase safety in our industry brother
You make it look so easy. Thanks for the demonstration
In Canada we do spins in PPL training. Knowing what it feels like and how to correct it saved my backside when I was exploring the flight envelope of my newly-purchased Beechcraft and my feet were't quite happy enough on a power-on stall...
Many instructors, here in the US, will do them for you. My instructor gave me the option, and the school had a 150 which is certified for spins, and we did them.
The amazing thing is you have to ignore your instincts. If you try to pickup the dropped wing, with ailerons, then you will make it worse. If you never experienced a spin, or even a full power on stall, with a wing drop, then in case it happens outside of training with an instructor, then you’re very likely, under stress, to do something counterproductive.
I realize that putting ourselves in danger, during training is an issue, but every pilot should know how to control a plane, through the full envelope of flight.
Good info and demonstration. Easy to recover. Thanks for sharing.
Thanks for the great video Jason! I will ABSOLUTELY be taking spin training very soon. I am working on t/w endorsement at the moment.
Great video!
Great video Jason, as always and thank you for sharing your knowledge
When you are a student pilot specially on a solo practice flight and you enter a spin while doing power on stalls, after changing your pants you will always be aware of keeping that ball centered ...............
Best regards
Arturo 👍👍🛩🛩😎🏝
Great demonstration. This shows why we practice power on stalls. I am going to try this.
Recently became a CFI and this stuff is actually more useful now than it's ever been
yep excellent. i always use the linberg reference when flying as it really does give you a better sense or your angle especially in tighter turns.
Starting my commercial training soon. Great refresher! Thanks!
Good timing!
Love the OCC t-shirt! I did the commercial aviation program there!
Love it, love it, love it!
If there was ever a case to use the Lindbergh reference, it would definitely be during power on stalls. Using it during other phases of flight is really important as well, but I’d argue that this one is the most important. When you’re at high altitude doing a high pitch attitude maneuver, you are literally just going to look straight up into space if you just stare outside the front window. There is no horizon at all to help you out. During my student pilot days while I was learning this maneuver I was always extremely worried that all I had to look at was the dark blue sky and I never knew if I had put in the correct amount of right rudder or not. This technique really brings it all home and solves that mystery! Thanks Jason!
Lindberg..
Yes! That’s absolutely right
flexairz I’ve spent too many hours listening to Rush Limbaugh on the radio 😂
That is the one thing. I'm still a little nervous in doing. But, I know I can do it. Thank you Jason for posting.
I remember my first power on spin in a climbing turn. That old thing flipped over and the windshield is full of world. Pilot training in Canada I guess is a little different.
Love your videos.
A great demo is to do A Chandelle Stall Turning right while pilot is looking to the right. Like after a flyover a friends house, you pull up and turn back right 30 bank to flyover again. If pilot is turning his body to the right, he wont be able to apply enough right rudder. It will spin to the left hardy, be ready to kick that right rudder and pull power at same time. Canada makes better pilots. And have a lower accident rate for LOC..
Great - thanks
The other reaction I often see when administering a flight review is pilots trying to raise the descending wing with opposite aileron input. This only aggravates the situation further increasing the angle of attack on the already-stalled wing. Prompt, decisive opposite rudder input is the remedy, as you point out.
Good idea
Great Video!!! Got my IFR ticket Friday...your videos are super helpful!!!
Congrats! 🙌
The Finer Points thank you. Never stop making these videos. They are fantastic and well produced
Great video Jason, Am working on my cfi, and I am gonna use all the tricks you have taught me to my future students. My check-ride examiner, kicked the left rudder when I was doing my PPL check-ride while performing power on stall, I knew he did it cause I could feel the left rudder go in, and like any low time pilot, I tried correcting with aileron as a first instinct, but I remembered my instructor saying correct with opposit rudder and as the wing dropped and my heart was in my mouth I kicked the right rudder and corrected it. It was a fun check ride cause I passed. Lol. BTW is that a camera you have mounted on the left wing?
Nice video 👌
🙌
Flightsim 2020 looking good
Still today, I'm thankful of my first instructor and Flight. All we did was full on spins. NAVAL aircraft. Still i practice and aerobics I enter stalls and recovery with the same feeling as if I'm flying a normal standard turn or just a typical landing. All attitudes literally and mentally related to flying should be the same at any given aforementioned attitude of Flight.
Good vídeo ! I believe that many accidents happen, however, because pilots are flying low and afraid of pulling the power off. Can you talk a little about this ?
Upset Recover Training (UPRT) is a must for EVERY pilot. Just do it. Find a good instructor with appropriate airplane and go for a couple UPRT flights with them. Not only It'll make you a better pilot but you will also have a ton of fun!
in the 90's and early 2000 I literally practiced stalls at every flight I took. Also did dozens of spins in various configuration. There is really nothing to it, at least on a 152 or 172. Yet, these days, most instructors won't even let you do a full stall and spins are completely out of the question. Freaked out an Embry Riddle instructor the last biennial review I did. "Imminent Stalls" are good enough now. I miss the old days.
It would be really interesting to see your demonstration again where ailerons are used to roll the plane level instead of rudders. That is in my opinion the default way a novice pilot would handle the situation you are demonstrating.
Is there a case to be made to just look at the turn coordinator instead? For aileron control to keep wings level approaching the stall - it shows you small amounts of bank, and once you're in the bank, it will continue to show you a turn until you level off. Seems like a much easier task. For rudder to keep coordinated - there's the ball...
🌟 🌟 🌟 🌟 🌟 ThankU!
Cool
I want to be a CFI and do this demonstration for students (in and airplane that allows spins, of course).
"Here's a stall with no aileron, using only rudder to hold the wings level. Okay now here's one with no rudder, using only ailerons. You remember earlier we talked about spins? Yeah, make sure you're strapped in good and tight, and let's double check everything in the cockpit is nice and secured."
Hey, love your channel. I’m a simmer only so far, and just from that I can tell Spins can be pretty scary & dangerous if you are not trained well in recovering from them. I wonder thou if you could help with a question that has been on my mind: If you are flying IFR at night or in cloud & get into a spin, how do you figure out which way you’re turning and so which direction rudder to apply? The instruments I imagine might be spinning too fast to read.. etc. ??!! Eeek!
You should at least be able to figure out the direction of the spin from the HSI or compass. If it's going fast that just means you couldn't say the exact heading you're going, but you can see if it's whizzing by to the left or to the right pretty easy. Also when the spin starts you should be able to feel it happen and know which wing dropped, although in IMC it might be wise to ignore that and trust the instruments. But hey, as a summer, you have the freedom to just go ahead and try it for yourself without fear of dying. The sim is perfect for learning instruments.
Beautiful day, beautiful airplane, beautiful video Jason.
Quick question, minute 3:13 what is that? Is that a camera?
Hello, just started my learning process, thanks for your videos. For a power on stall much of the training I’ve read mainly mentions to decrease back pressure/nose down, then recover, with rudder control away from any roll direction if you stalled while not in coordinated flight. You mentioned powering off first for these power on stalls with spin potential - would it be recommended to kill the throttle when any power on stall occurs until you recover (after releasing back pressure/countering any roll - then throttle full and slowly recover the dive)??
Spot on man! Wish you were my instructor... Hahahah
Thanks! Check out our app - there is a free trial - I’m trying to design it so that it’s the next best thing. There is really nothing like it
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I confess a full power-on stall makes me uncomfortable more than any other maneuver. Where would the right spot to look at be for a C-152 that doesn't have the same Lindbergh reference as a C-172?
The reference is more about being able to detect the direction of yaw, its going to differ from aircraft to aircraft but its the same concept.
At my insistence, I was taught all about spins, entry and recovery way back in the 1960's, with my first Flight training.
The "Old Timers" were more then happy to train them. Not so with the "Young Bucks"! Spins scared the pants off most of the younger crowd.
And slips, And EFATO even simulated. And max crosswind landings, and Turnbacks on GRM, on Initial Climb, and Box Canyon Turnbacks.. I taught that all, and the maggot CFI at other side of the field use to call me "A tough CFI"... Maggot .
Notice even reacting instantly to this exercise, a professional still looses 500 feet.
I fly a Cessna 152 which doesn't have a corner to its front windshield like the 172 does and I found out yesterday that I can't really tell which way my nose is dipping prior to power on stall (resulted in a near spin when I stupidly twisted the control column to correct... yeeeeah I know that's very bad and needs to be dealt with immediately). Would looking out my door windows have a similar effect to the Lindbergh reference? I would love to avoid wing drop as much as possible.
A great demo is to do A Chandelle Stall Turning right while pilot is
looking to the right. Like after a flyover a friends house, you pull up
and turn back right 30 bank to flyover again. If pilot is turning his
body to the right, he wont be able to apply enough right rudder. It will
spin to the left hardy, be ready to kick that right rudder and pull
power at same time. Canada makes better pilots. And have a lower
accident rate for LOC..
That's how I learned to do spins accidently
Good notification came here next second. Love from India❤️
A question: how many theory exam do I need to give to obtain FAA part 141 CPL, (from PPL to CPL)...
The theory exams in USA are nothing like the Jurassic exams conducted by the Indian DGCA, the FAA written tests are easy and teach you only what you need to know as a pilot. You have to appear for 3 exams. PPL + IR + CPL. If you do not want IR then only 2 exams. Prep time is almost 2 weeks per test, if you really want to burn the midnight oil.
@@leoarjuncrasto thank you soo much.
Consider using the Shepard Air study prep. It’s a great technique!
Total noob question: that shoulder harness you're wearing, is it the one for the left or the right seat? Awesome video, as always!
The harness criss-cross so he is wearing the right seat harness who which comes from next to the left seat.
Surprising how that Ball is barely deflected in this uncoordinated stall.
Have you ever flight a tomahack? haaa ..I suppose yes but, I say that because a an PA38 stalls at almost 80 knos. Especially it is dangerous in final approach because of the high tail type... tends to fall backwards, and if there is not enough altitude you will not get out of that.
Great video-
But what if a pilot encounters a stall & spin while in IRF / IMC conditions & cant visually see horizon or ground?
The turn coordinator will tell you which way you're spinning and your airspeed will tell you whether you're in a spin or a spiral dive - fairly low and stable means a spin, rapidly climbing means a spiral dive.
The Lindberg reference...?
why power to idle? do high powered arerobatic airplanes stall and recover the same way?
Because the prop creates a left turning tendency.
I thought you were going to demonstrate corrections without rudder at all.
Do that next. Let it break and show correction method without using rudder ar all ! Please
Would you say almost every time, the plane will spin to the left if no rudder is implemented? Or is it possible to spin to the right with no rudder? For power on stall
Always left of power is in and you’re using no rudder. It would be impossible to spin to the right. Unless the airplane is Russian made 😜 (those props spin the other way)
If you forget about the rudder before the stall you're likely to forget about it during the almost spin stall....one would think :)
How about a stall spin in IFR? No Lindberg reference. Any tips?
Keep the ball centered to prevent a spin. If you want to know the direction of the spin, look at the turn indicator.
In that case you’d focus on keeping the ball centered. But beware - once in the spin the ball will always “slump toward the spin- don’t “step on the ball” but use the turn indications to determine rotation and push opposite rudder.
Where are you based?
Do you give lessons for ppl ?
So my GoPro will fly across the cockpit if I do that?
I think you're seeing my cell phone which was in my right front shirt pocket. It slid out of my pocket and flew across the cockpit. That was a surprise for sure. Lesson learned.
Is it always gonna roll left? My only thought is if we don't add rudder and increase power those left turn tendencies will almost always cause that leftward roll
Because of the rotation of the propeller I’m going to say yes, the plane will roll to the left. I am just now learning to fly so I could be mistaken but I’m sure the prop has everything to do with the left side roll.
In Canada, spin recovery is a part of PPL train. The student must perform one complete rotation (spin) and recover without losing too much altitude or gaining excessive speed.
So where is the no using rudder part of the video
🌟 🌟 🌟 🌟 🌟
New PPL pilot here maybe someone can answer my question. Above 3000 feet, VFR cruising altitudes start to take effect. Ok well if I'm going up to practice some stalls and especially spins, I want to be high enough. Ok so the idea is the VFR cruise altitudes separate IFR cruising altitudes. BUT if im gonna practice a spin and I initiate the spin, I'm going to lose probably 1000 feet at most. I know scanning for other aircraft is critical before doing any sort of maneuvers like those, is there any pther advice anyone can give me? Also how does ATC see and feel about GA airplanes just going up and doing wild maneuvers like that especially if we aren't talking to them?
And one more thought, above the 3000 feet, vfr aircraft should be using the appropriate vfr cruising altitudes. Is that going to matter though if I'm, going to say 3500, then dropping a thousand feet and going back to 3500 and, dropping again?
In our school we had training areas, but if you don't have these, I would probably go to a spot where there is not a lot of traffic and request arc a block altitude. So the message will be: Tower, Callsign, request to work over area with block altitude of ....ft to ....ft.
Oh and btw 3000ft AGL is not enough for spins, recommend at least 5000ft AGL if you go and practice spins
@@DonWouter1 Noted. Thank you for the reply!
Tu tu tu turn the beat around. Turn it upside down.
I think I see C83 :-)
Indeed you do 😊
Let me preface this with I love your content but you lost 600+ feet on this maneuver. During a takeoff situation the pilot must be way faster at recognizing the situation as it starts,than this. A pilot that encounters a power on stall spin at takeoff like this, is a dead pilot. Reaction time has to be quicker!
I bet you would get more likes and subs if you drastically shortened your intro. Its a good intro but its too long. You owe it to your channel to experiment with an A B test.