FAA Redefines Slow Flight and Stall Procedures
- Thread starter RDoug
- Start date
TWP
Well-Known Member
So if I'm reading this right, it switched from "any increase in aoa, reduction in power etc. would result in a stall" to "would result in a stall warning."
Also, since when is slow flight practiced close to the ground?
So basically slow flight is now almost slow flight....yeah.....that's the experience they will need to reduce the number of loss of control events. I understand they are worried about accidentally training the pilot to ignore the stall warning, but making the training less thorough doesn't seem to be the answer.
Also, since when is slow flight practiced close to the ground?
So basically slow flight is now almost slow flight....yeah.....that's the experience they will need to reduce the number of loss of control events. I understand they are worried about accidentally training the pilot to ignore the stall warning, but making the training less thorough doesn't seem to be the answer.
bucksmith
Did you lock the doors?
so I get it, the "why?" is they don't want the negative habit transfer of ignoring a stall warning horn and instead want to reaffirm a positive action and call out upon hearing it. Makes sense. We can still accomplish "maneuvering" during "really" slow flight while teaching stalls to a full break and beyond.
n57flyguy
Well-Known Member
Exactly - correlation. Training them to be safe pilots. I believe in the Private ACS the discriminator is 5-10 knots before...I can't recall if that is before warning or full stall. There is a thread about it in the CFI sub.
Roger Roger
I am le tired
You're going 110 knots in a skyhawk.
Who are you to assume my speed?
Who are you to assume my speed?
D
Deleted member 27505
Guest
What? CFI Corner not good enough for you?
https://forums.jetcareers.com/threads/acs-slow-flight-instruction.250477/
Slow flight is now like stalls. It can happen at any speed.
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I get it. The training as they currently see it is teaching people to almost disregard the stall warning. So, let's teach them to fear the stall warning, not the stall, keep them farther away from the stall before the fear sets in. They haven't advocated not to teach stalls, just to be more mindful of not getting close to it (i.e. the stall warning) and be okay with it.
CFI A&P
Exploring the world one toilet at a time.
Why make it such a hard concept to understand. Explain why, when and what to do about stalling. Stalls are bad unless intended to stall. Is it much harder than ?
I don't always stall, but when I do I maximize elevator deflection, go full rudder, add power and some aileron too.
And that's fine for you. But the problem I think they are trying to address is complacency with the stall horn.
"Oh, I was taught to deal with this during training in slow flight."
Except that horn is coming on during a tight turn, at low altitude, turning final, and the pilot is trying to "cheat" the turn with a little rudder, or just sucks at being coordinated. They are trying to move away from the horn/warning seeming normal, and to avoid it.
121 training is always changing because they are constantly finding errors in it. 61 training, doesn't seem to get the same scrutiny. This change isn't a bad thing for your average Joe.