Stalls In Multi-Engine Airplanes

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Slightly off the subject, sorry to hijack,

When I did my power on stall for my private checkride the DE said he wanted me to recover at the first indication of a stall. Thinking he meant the horn, I recovered when I heard the horn. He said, "No, recover at the first indication of a stall. Wait until you feel a buffet." Confused, I did the stall again and this time let it go until I felt a buffet. Then the DE, seeming kind of agrivated at what he thought was me being a smart aleck, said "Son I din't feel anything, let it go until you feel a buffet." Not knowing what exacltly he wanted at this point, I did the stall again but this time let it go to a full stall. He then said "there, that wasn't so hard was it?"
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Whatever..
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DEs are funny like that. According to my instructor, the guy that does CFI initials here keeps increasing the difficulty of the ride every time. I found out the hard way (me being the 6th applicant to go up with this guy) after I found that he wasn't satisfied with my cross-control demo. If they get all pissy about something, just smile, nod, and shake their hand at the end.
 
Actually, stalls in a swept-wing aircraft are rather tame. They're very insidious. Hence why a pattern stall in a swept-wing is very lethal. Far more than one person has realized they were in a stall just as the saw the ground rushing up, while the jet still appeared to be in a nice attitude.
 
I did a few stalls in the Baron to full break on a solo flight the other day, power on/power off. The plane will do it fine (obviously). I took my checkride today and ended up not doing any stalls or slow flight anyway so it didn't really matter, although I will teach my students in the future to take the airplane to full stalls per the PTS for the rating whcih they are applying for.

The point of me making this post was not to ask wether or not Power on/off stalls taken to break in a multi or safe, I've done that before and it's fine, I just wanted an interpretation of the PTS.

I also did the Vmc demo on the checkride without limiting rudder, I recovered at the point where full rudder could not maintain directional control. I discussed this with the examiner beforehand and we agreed that this is the way the FAA wants it done. However, we also agreed that it might be wise to have a new multi student limit the rudder 10 knots above Vmc the first few times they do it, then stop doing that once they get more proficient.

So I'm a MEI.....I think my examiner summed it up pretty well with two words at the begnining of the oral: "Dangerous Sh*t".
 
When I'd instruct that maneuver, I'd 'self-limit' the rudder so there was less risk of hitting stall and vmc simultaneously. I almost learned the "hard way" one afternoon.
 
Another way to do the same thing (Vmc demo) without limiting rudder is to only bank 1 degree (rather than the full 5) into the operating engine . That raises Vmc as well and you can get the Vmc roll and yaw at 10 to 15 kias higher. Recover quickly
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