Power Off Stalls Made EASY!
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- čas přidán 15. 07. 2021
- Ho to Perform a Power Off Stall. You must KNOW how to perform STALLS to become a pilot. Power off stalls are very important for new pilots to learn, and you have to be proficient at recovering from stalls to become a pilot. In this video, I show you step by step how to perform a power off stall and how to recover properly as well as what you need to know from the Airmen Certification Standards! This is an important maneuver that you will need to know to become a pilot. This information will help you study for the Private Pilot practical exam (your check ride). This training is intended to follow the aeronautical knowledge areas in Part 61.105 section b for single engine aircraft.
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For anyone wanting more details on WHY we briefly pitch the aircraft down to the airplanes landing speed, it’s because the Airmen Certification Standards state that we must establish a stabilized descent before performing the maneuver. I didn’t use that exact terminology in the video, but That was the intent. Be sure to check out the Airmen Certification Standards for the details on all your maneuvers. They are free to download from the FAAs website
Always check all parts of the plane on the pre flight - including the nut that connects the yoke to the seat.
Took me a second 😂
Early on during my training, my most common mistake during recovery is underestimating the left turning tendency after going full throttle. The first few times my CFI would joke that, "You just crashed into the tower because you drifted left!" I had to get it into my head that I should expect the left yaw and preempt it with the right rudder during my rollout. And, of course, keep an eye on the heading.
That’s so true! Low airspeed, high power settings is where you gotta keep that foot on the rudder
Great demo!!!
Outstanding!
In Canada, recovery is relax back pressure to cruise or just under cruise attitude, then full power. Not sure why you would full power first.
Yes, I use MAX, RELAX, ROLL because it’s an easy memory aid. Max power and relaxing the backstick pressure can be done at the same time
Thank you for this video! I love how you break it down in writing.
You’re welcome! Thanks for watching!
This guy is amazing. Great instructions and simplicity.
Thanks Marc!
Love it, mate!
Thanks!
Thanks, always useful refresh information.
Thanks For the comment Frank! I love hearing that fully qualified pilots are using these videos too!
WOW .. another AWESOME video. THANK YOU for sharing your experience and knowledge.👍🇨🇦👍CYQT.😊
You’re welcome! Thanks for watching!
Thanks for the video
No problem!
What a great video
Thank you!
Excellent
Thanks Paul!
Nice video, it brings me back to my flying days (got PPL but only have 145 hrs, all around 50 years ago.). I would add one thing, based on an experience that I had while checking out a rental AA1 Yankee.
I would add this: Have a rough idea how a plane stalls (and how you handle its stall) before assuming a small altitude loss, like 300 ft. I learned about the AA1 on my initial pre-rental check ride. The instructor told me to go to 5,000 ft AGL and I think he was learning along with me (gotta learn sometime!). Anyway, first power on stall I lowered the nose to below the horizon and probably lost 500+ feet. He said to try it again , but lower the nose to the horizon and let it accelerate out level. I had the ball centered, and it looked like it might work. About 3 seconds of S&L, then the left wing stalled and we were in a spin (and I had virtually no actual spin experience). We both did the right things, but it still took 1,500 feet to recover. I flew it 3 more times, just for its visibilty and fun handling, but climb outs and landings were all very cautious. It was certainly a far cry from the usual forgiving C-150, C-172, or Cherokee. Perhaps a few stalls in a less forgiving plane would help a student gain perspective- as a private pilot it sure got my attention! (PS- my primary instructor forced a C-150 into a spin, interesting but very docile.)
Thank you! Yeah, i definitely could have included more about spins in this video. I’ll try to mention that a little more in the power on stall video
Thanks for making these. I find them extremely useful. How does one maintain the heading within the ACS required 10 degrees? Is it purely by rudder? Would be great if you could make a video showing how to nail it.
You’re welcome! That is an excellent question. Technically the answer is both aileron and rudder. As the aircraft slows, the ailerons become less effective. However, the rudder continues to be effective at slower air speeds. This is what I tell my students... continue to use ailerons to keep your heading and rudder to stay coordinated. With that in mind, if you pitch above the horizon to get the airplane to stall, it becomes a lot more difficult to stay coordinated and still maintain your heading. In some airplanes, you may HAVE to do this in order to induce a power off stall, but if you do, you will need to be very aggressive with the ailerons to stay on your heading, and you may need to use the rudder to help if that is not enough. Now, power on stalls are a little different. It is much more difficult to stay coordinated and keep that heading. I teach students to be aggressive when they pitch up, this will minimize the time that you are trying stay coordinated and maintain heading. I have found that the easiest way to do this maneuver is to pick a cloud that is on your heading and use the ailerons AND rudder to maintain that heading. As a general rule, any time you use ailerons, you should also be using rudder. They should feel tied together when you use them. There are exceptions to this rule, but this will help you develop a feel for what it takes to stay coordinated when you fly
One caution here - although this is the standard FAA guidline - students should be mindful if you fall into a spin, adding power will cause an AGGREVATED SPIN. This is really just skipping the first parts of a spin to the pullout stage (the spin never happens) - but in reality, its a stall, throttle idle, ailerons neutral, correct with rudder (in this scenario, these first steps happen in an instant), elevator forward and power.
That’s a great point. Thanks for the comment
yeah, I was always taught to first break the stall by unloading the wing and only then, with the wing flying again and nose at/below horizon to apply power.. the reasoning was not to introduce any asymmetry during the incipient stall (as from uncorrected/overcorrected prop yaw) that could send you spinning. different methodology I guess.
First reduce AOA!
Friends, in a stall the first thing to do is reduce aoa, after that increase power as needed.
The most important thing to do is to reduce the AOA. You can increase power and reduce AOA at the same time.
These videos, especially this one make me want to get into lessions ASAP but I'm going to do my ground work all first, study books, etc. Looking forward to it all..
It’s a blast!
A little confused , max power when your aircraft is in a stalled attitude? Are you not supposed to relax first before full power?
Relax is the most important part and should be done first. But, you can easily go max power at the same time
My nose always wants to drop so hard... I'm going to try not pitching up as much... not like I'd go that steep on final anyways
Yeah, on power off stalls, that’s all you need
If you stall on short final?
Let's hope you get another chance.
That’s why we practice recoveries, so we don’t have to hope. Lol
@@FreePilotTraining well I understand what you're saying but you may not have enough altitude to recover ... For me the primary purpose of stall training is to recognize it before it happens... The best stall recovery is the one you never have to do.
@@braininavatnow9197 so true
I love this plane very much, but I do not understand what you are saying, because I am an Arab. I have subscribed to your channel. Greetings to you from Iraq ❤🇮🇶
Thank you!
Love the channel. Not a fan of the logo. Consider rebranding 😁
Thanks!
I love the Yeti logo…
Get over yourself!
@@LtKrunchyI think it’s big foot 😂
I like it 😎
pitty....for interest beginning learners you speak tooooo fast
Sorry about that. I’ve slowed down my newer videos
you can just slow down the video if you need to… that’s why there’s a playback button