How many cover this during training?

Cruise

Cruise

Well-Known Member
Private Pilot training:

During Power On/ Off Stall training how many instructors are teaching turning stalls?

Amazing but true......I've made it all the way through CFI, MEI, and CFII and have never been shown or asked to perform stalls during a turn.

Now I realize it's a potential requirement for the checkride sooooo why is it rarely taught. I've asked around to fellow instructors and many of them have never perform turning stalls.

So, I'm curious to find out how prevalent this is. Also, what to expect......any special considerations regarding coordinated flight prior to stalling and recovery to normal flight.

Thanks for the input.
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Few months back when I was first starting out with stalls, my instructor had me do turning stalls on the first day of stall recovery training...
 
When I was a primary student, my instructor touched on them briefly. After that, I never did one until my CFI training.

I don't know why they aren't covered by most CFIs, my guess is low time CFIs who are worried about spinning.


Accelerated stall in a turn is where the infamous "downwind turn" myth comes from. Pilots were climbing out at Vy and snaped into a tight turn to downwind. The increased load factor led to a stall, and the myth was born.
 
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So, I'm curious to find out how prevalent this is. Also, what to expect......any special considerations regarding coordinated flight prior to stalling and recovery to normal flight.

Thanks for the input.
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That's just it... keep it coordinated and the nose will just fall at the same bank you're in... so you just recover like you would for a staight ahead stall (maintaining the bank), and once you have sufficient airspeed, then level the wings...

Not a big event... kinda fun too
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I think I have done a turning power on on every checkride minus the instrument and II. I don't mind the spin as they were actually pretty fun. I think if you expect a spin every time your student does a stall you shouldn't have any problems. What I hate is that my habit of wanting to move the ailerons gets me into that funky recovery where you bank back and forth. It doesn't quite spin but it isn't quite coordinated either. I did that twice a few months ago after going back to the cessna. Fly the seminole too long and you forget about rudders!

I think that is something you have to cover though because you know there is a good chance your student will get the turning stall on the checkride.
 
After the first or second flight that I have students doing stalls on, I bring in power on and off turning stalls. As well as showing secondary, and accelerated, and trim stalls.

Each flight after that where I throw a stall demostration request at them, I do it while turning.

During prep for checkrides, one or two straight ahead, then a bunch turning.

One of the local examiners always does turning stalls on checkrides.

Makes sense to me, since you'll usually get into a stall on accident on the turn to base or final, so may as well simulate that so you know how to avoid it.

As a CFI, you are doing yourself, and your students, a serious disservice, if you have not covered everything in the PTS yourself at least once. And all of the PTS should be taught when you are training a student for a rating, so I don't see how you could leave out turning stalls.
 
This is one of those CFI Mini-me issues, I think.
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Though I won't praise the school, my training was very standardized and we did turning, accelerated and cross controlled stalls at the private, commercial, commercial multi and CFI levels. Because of that, I teach them on those levels as well, even though the Cessna syllabus doesn't require them at the private level.

Glad that you're asking about this! You can break the cycle with your students!
 
I was not taught turning stalls (power on nor off) during my private training. Nor was one asked of me on my checkride.

I was asked to perform one on a checkout in a 172 with another FBO, which ended up being more of a demonstration for me.
 
First one I did was on my Private checkride. I told the examiner I hadn't done one before and he simply looked suprised and said give it a try.
The last few schools I have taught at perform almost every stall in a turn.
 
It's interesting to see the large disparity in training.

Yes, I WILL teach these to my students, as I agree it would be a disservice otherwise.

Hmmm, maybe I should ask for a partial refund for the LACK of training I received.
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Thanks again for all the input.
 
I busted the oral for my private multi because of these. The DPE asked me some questions about what will happen during a stall in a turn and my answer consisted of a bunch of ummmmms and ahhhhhs. Largly it was my fault for not being prepared but on the other hand I was oblivious to them as I had never been taught, demonstrated or explained stalls in turns until the DPE took me up in the Citabria. But I'm glad to say I didn't forget a thing the DPE taught me.
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...never been shown or asked to perform stalls during a turn.

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Taking this a step farther, how many teach/demonstrate power off stall recoveries? ie....recovery with the throttle still at idle. It is a very good demonstration for aerodynamics and also shows that recovery is possible during an engine out/emergency landing.

Another confidence builder is demonstrating 30 degree banks during slow flight. Most people are scared of 10 degrees with the stall horn blaring. Once they see it will hold altitude with the "horn" and 30 degrees, they are much more comfortable....me too.

Disclaimer: Insure that your aircraft is capable of such demonstrations before attempting them.
 
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Though I won't praise the school, my training was very standardized and we did turning, accelerated and cross controlled stalls at the private, commercial, commercial multi and CFI levels.

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Accelerated stalls aren't required in any PTS I've seen (private, commercial, instrument or CFI).

The CFI requires demonstrations of cross-controlled, elevator trim and secondary stalls, but not accelerated stalls.
 
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Taking this a step farther, how many teach/demonstrate power off stall recoveries? ie....recovery with the throttle still at idle.

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During the first stalls I have students do, I walk through it step by step. So they see it recovers not because of power. Has always helped it keeping students from hanging it in the stall with full power, and nose up high. Flight reviews and checkouts though are a different story. You can tell how someone was (or wasn't) training when they try and recover with power only, and they get into a secondary stall about 50% of the time
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Accelerated stalls aren't required in any PTS I've seen...

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Just because it isn't in the PTS though, doesn't mean it shouldn't be covered. I make sure a good stall basis is in place before my students solo; trying to keep them from hurting themselves. And when we are reviewing steep turns, I bring in stalls there for 'em as a demo of what can happen.

Am I crazy, in doing at least what the PTS says, and doing one extra thing?
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Disclaimer: Insure that your aircraft is capable of such demonstrations before attempting them.

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{Enter Grammer Patrol}

Ensure...

{Exit Grammer Patrol}

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Anyway, I agree that a power off recovery is a great thing to learn. You don't need power to make tha airplane fly again, just reduce the AOA.
 
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{Enter Grammer Patrol}

Ensure...

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Actually Mr. Smarty Pants, my Webster's Dictionary has it spelled with an "I" and and "E." Both spellings have the same meaning. But "Ensure" is a supplement drink for old people.
 
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{Enter Grammer Patrol}

Ensure...

{Exit Grammer Patrol}


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Actually Mr. Smarty Pants, my Webster's Dictionary has it spelled with an "I" and and "E." Both spellings have the same meaning. But "Ensure" is a supplement drink for old people.

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I won't go there...
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You are right, they both mean the same thing...

The only difference is insure has the used meaning for its 3rd definition, and ensure has it for its only definition. I've just seen ensure used in that text more often.

BTW Just fooling around. I'm bored.
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