GregCollins2
Well-Known Member
Just remember LLoyd...these things can lead to some pretty unusual attitudes!
Power Off Stalls
- Thread starter nkoenig
- Start date
MidlifeFlyer
Well-Known Member
You sometimes have to wonder about posts like this one. How are CFIs teaching stalls so that so many students are frightened by them?
For remembering the steps, put the maneuver in context rather than trying to memorize them. You're simulating a stall during the landing process. So, you are setting up for a landing =exactly= the same way that you will set up to descend from the pattern. The specifics vary a bit based on the airplane and instructor style variations, but in general they are
1. Before landing check .
2. Power reduction
3. Flaps as specified
4. Establish a power off landing descent.
That's the basic set-up. You pretend there's a runway in front of you and start down to it.
5. Be a bad pilot. You decide that you are too low and need to stop descending. A good pilot would use coordinated pitch and power inputs to level off a bit. But you're a bad pilot, so you try to stop the descent only using the yoke.
That produces the stall by increasing the angle of attack so that it first reaches, and then exceeds the critical angle of attack.
6. At the appropriate point (depending on whether you are being asked to perform a full or imminent stall), reduce the angle of attack so that it's no longer critical. A lot of people push the nose down to the ground. That =is= scary and completely unnecessary. Level flight pitch does the job in most trainers. That ends the stall.
7. As you reduce the angle of attack, add full power and bring the flaps to the recommended intermediate position (that depends on the airplane. in a CE-172 it's the 20° position. The angle of attack reduction is what ends the stall; the power and partial clean-up is what keeps you from losing more altitude and starts you climbing away from the "runway"
8. As your airspeed increases and you climb away from the "runway", continue cleaning up the airplane (like reducing flaps) and establish a normal climb.
That's it in a nutshell. BTW, I mentioned that the set up was just like a landing? Well, if you want to see what the recovery should look like once you reduce the angle of attack, go to the checklist and read the procedure for a go-around.
For remembering the steps, put the maneuver in context rather than trying to memorize them. You're simulating a stall during the landing process. So, you are setting up for a landing =exactly= the same way that you will set up to descend from the pattern. The specifics vary a bit based on the airplane and instructor style variations, but in general they are
1. Before landing check .
2. Power reduction
3. Flaps as specified
4. Establish a power off landing descent.
That's the basic set-up. You pretend there's a runway in front of you and start down to it.
5. Be a bad pilot. You decide that you are too low and need to stop descending. A good pilot would use coordinated pitch and power inputs to level off a bit. But you're a bad pilot, so you try to stop the descent only using the yoke.
That produces the stall by increasing the angle of attack so that it first reaches, and then exceeds the critical angle of attack.
6. At the appropriate point (depending on whether you are being asked to perform a full or imminent stall), reduce the angle of attack so that it's no longer critical. A lot of people push the nose down to the ground. That =is= scary and completely unnecessary. Level flight pitch does the job in most trainers. That ends the stall.
7. As you reduce the angle of attack, add full power and bring the flaps to the recommended intermediate position (that depends on the airplane. in a CE-172 it's the 20° position. The angle of attack reduction is what ends the stall; the power and partial clean-up is what keeps you from losing more altitude and starts you climbing away from the "runway"
8. As your airspeed increases and you climb away from the "runway", continue cleaning up the airplane (like reducing flaps) and establish a normal climb.
That's it in a nutshell. BTW, I mentioned that the set up was just like a landing? Well, if you want to see what the recovery should look like once you reduce the angle of attack, go to the checklist and read the procedure for a go-around.
tonyw
Well-Known Member
Yuppers. When I first did these, I dumped the nose. Then AFTER all the stuff was done and I was getting checked out to fly planes with the club I'm with, the guy said, okay, that will pass the PTS for you. Now let's do it in a better way.
And he had me hold it there on the edge of a stall for a long time, then said, stall it, then had me recover gently. Instead of dumping the nose, I just let a little bit of back pressure go, and put in full power. It was a much smoother, much less abrupt, and much less scary manuever.
And it was much more fun!
And he had me hold it there on the edge of a stall for a long time, then said, stall it, then had me recover gently. Instead of dumping the nose, I just let a little bit of back pressure go, and put in full power. It was a much smoother, much less abrupt, and much less scary manuever.
And it was much more fun!
Nothing like recovering from spins out of a botched loop, a climbing turn, or a snap roll. Not as bad as I thought they would be, but it was different in that all the spins I had done up to that point were done by me, with the instructor in the plane of course. But to have an instructor make you put your hands on your lap while he places you in the unusual attitude and then into a spin is another story. But still a lot of fun and I was surprised that I didn't feel rushed performing the recovery. So much fun in fact I'm planning to start a formal acro course in the few weeks. The loops and hammerheads were good motivation as well.
Dazzler: One thing to remember is don't try to fight the spin. Keep your head and body pointed forward as the plane departs.
Dave
Dazzler: One thing to remember is don't try to fight the spin. Keep your head and body pointed forward as the plane departs.
Dave
Jeff_S_KDTW
New Member
[ QUOTE ]
5. Be a bad pilot.
[/ QUOTE ]
I got that part covered.
5. Be a bad pilot.
[/ QUOTE ]
I got that part covered.
MidlifeFlyer
Well-Known Member
But Dave, I've flown with him!
(I was able to resist Jeff's post, but not yours
)
(I was able to resist Jeff's post, but not yours
Jeff_S_KDTW
New Member
[ QUOTE ]
...you appear to be one of the best pilot I don't know.
[/ QUOTE ]
Appearances can be deceiving.
Mark, I'm going to ignore that emoticon and assume you meant only the very best by your comments.
...you appear to be one of the best pilot I don't know.
[/ QUOTE ]
Appearances can be deceiving.
Mark, I'm going to ignore that emoticon and assume you meant only the very best by your comments.
