Working on my CFI and honestly, these have scared me on the two times I tried them. I think this video just massively satisfied that safety need

I can stall an airplane without the yoke being full aft

What about trim? Using the yoke is a very indirect indicator or AoA

I heard Harris hill on the coms! Wonderful place!

In your demonstration of pulling the yoke all the way back to its stops I noted that it moves up at the end of its travel instead of just coming straight back. I have a couple of questions about that; what is the reason or design philosophy behind that movement, and how mechanically do they accomplish this behind the panel?

have you ever done a spin sir? bring your power up to about 2000 rpm or more and keep the nose wings level nose straight ahead with no rudder and all right aileron and it will spin like crazy! do you know what happens after the third turn? do you know what happens in a spin with a fata$$ in the back seat? your theory on measuring AOA with the distance the yoke is pulled back is about the lamest thing i have ever heard! why does the left wing stall with full right aileron?

god help your students!

Why is there a natural tendency for the aircraft to turn to the left?

It depends on so many other factors as well. So no, the airplane does not necessarily stall, when you pull the yoke or stick all the way through. It also depends on the trim setting, the current power, weight, CG and speed. You can stall with just a little pulling the elevator, even full forward elevator might stall, see a runaway trim all tailheavy. Also you can pull all the way to the edge and not stall at all. But in fact that statement from the title IS true. Every airplane will indicate to you when a stall is impending - stallhorn, speed indicator, buffeting, sluggishness of controls.

Great video however you never demonstrated the most dangerous, cross controlled stall. There are 2 types of cross controlled stalls. 1) Slipping 2) Skidding You’ve demonstrated 1) stalls in a coordinated bank 2) Slipping Stall You never demonstrated the skidding stall. Example: in an attempt to not over bank in the turn from base to final so you cheat with rudder. I guarantee you if you would’ve demonstrated that now matter what aircraft it’s gonna be dramatic.

But your ah already indicates your angle of attack. The yoke stick does not tell you anything

A simple principle I’ve never heard stated: in coordinated flight lift on the wings is equal. A nice “why” behind keeping coordinated.

Slip in, skid out.

Are you a real pilot? I‘m not sure dude

Why argue against a modern safety instrument while also glossing over what "critical angle of attack" actually means? Worst case; its redundant but the alternative is that it saves lives.

So if I’m in a 45 degree bank I won’t stall unless I pull all the way back to the stop? Careful what you believe on the internet people, it could kill you.

You’re flying a Piper with a tapered wing. I have PA28-181 and it is very difficult to get it to spin. Normally it just leaf-stalls down and nothing really happens. That is not the case with all airplanes. Generalisation is the problem here.

Tough subject, David. I agree with your analysis. Unfortunately, I think problems generally occur when the pilot is overloaded and isn't aware of the position of the pitch or the control wheel, possibly when fixated on the runway base-to-final. What we need to include is realistic training scenarios that can regularly occur and which substantially increase the workload of the pilot with the objective that the pilot accomplishes the scenarios without any loss of awareness of the airplane's condition and margin of safety above any loss of control.

My CFI wanted to see turning stalls and cross control stalls immediately, not because they're specific to training, but because it built confidence in learning to reattach the wing to the relative wind! Awesome video.

Aviation education has gone downhill substantially over the past few decades.

I am sure this video is intended for student pilots and for this type of trainer this is valid. Gold seal CFI here, yes this is true with most all trainers and some other aircraft. But this is not true for all aircraft. The pilots I train and aircraft are more advanced and I show them how in a turn with slowly increasing angle of attack while slightly out of coordination and yawing they will find themself inverted and looking almost straight down at the ground and spinning when it stalls. These same aircraft if slipping will sometimes snap in the same direction of the high wing. These are fully aerobatic and we have chutes on.

Don’t believe this!! I can demonstrate the error this at any time!

Good advice although not entirely evaluated so be cautious any student pilots here. Another pro pilot tip when clearing the airspace at 4000 feet presumably MSL, the fucking boats on the river are irrelevant 😂😂

A Cherokee has a forgiving wing with its nice dihedral but a Cessna won’t be so forgiving. In any case, what you teach is so important and yet not taught enough. ✅👍🏻

Ads were longer than the video. Ridiculous.

It is possible to inadvertently enter a spin in a Cherokee. Happily in my experience when I was a student with an instructor in the plane, it is pretty easy to quickly break the stall/spin, but until then, it is surprising how quickly that docile plane can whip around.

Boy, the haters are certainly out today.

I thought the concern was with skidding in the base-to-final turn…? At 0:55 you're on a left bank with the ball to the left, so that's cross-controlled. Later, at 1:37 it's the same: left bank with ball to left, so how is this different?

If you fly an early taildragger, it may not have flaps. The only consistent way to ensure a good controlled landing is to slip the plane. The alternative is to very carefully slow the plane down, raise the nose slowly, and then allow the plane to settle. So, slipping the plane is the best option, and it involves crossed controls.

We certainly can control glide angle or glideslope with elevator pitch and airspeed with throttle so long as we maintain way too much airspeed to safely land a small airplane. Vso, an out of ground effect number, at the fence leads to many go around and LOC with damage and even fatalities. A pilot pulling on the stick is what causes stall. No more pitch up to go up... rather down. I taught at Monte Vista in the C-140 summers while my wife attended Adams State. I told my students that when pulling back doesn't get the climb they expect, try pushing on the yoke. Exceeding the critical angle of attack is when the stall happens. A pilot pulling on the stick is the cause. So if we use elevator for glide angle and rate of descent for a visual approach, we will have to use elevator at one inch above the runway to do the opposite, pull to stall/land/quit flying. All good so long as muscle memory is push not pull when we don't want to land/stall. So you big airplane jet guys are not going to either have problems climbing or need to three point stall land the airplane. We who want to be all slowed up and ready to squat, as Wolfgang says, so as to not damage skin and tin may find the power/pitch deceleration to bring dynamic throttle into very effective glide angle and rate of descent control all the way to touchdown on the numbers with power, may prefer elevator for airspeed control and power for glide angle control. And shooting many hand flown (the Huey had no autopilot) instrument approaches, required cyclic airspeed control and collective (think power) glideslope control.

Really good info. Well expressed in understandable terms. Nice job.

This is a ridiculous explanation. This is why GA pilots have so many stall/spin accidents, because they get taught by guys like this.

This is really, REALLY bad information and should be completely ignored by ALL pilots. What this guy fails to understand is the fact that the critical angle of attack changes based on bank angle. You can have your yoke in a central position relative to level flight, and then if you bank the airplane to 60° you will exceed the critical angle of attack and stall the aircraft.

A slip is not inherently dangerous on any plane. Try it with a skid.

Carb heat and fuel pump anyone?

Try the same maneuvers in a C172...

What would this be like in a tommy or another similarly designed airplane? I feel like you’d *at least* get a wing drop. This seems like a consequence of design moreso than what any given model of airplane is likely to do. Don’t get me wrong…I fully believe the Cherokees behave like this. Whenever I’ve trained in them, they’ve been awesome. But I’ve also gotten wing drops in my RV12 while fully coordinated lol

This is one reason I did not recommend flight training in the PA-28. They are very stable and docile and almost too easy to fly when learning. And can give students false sense of security because the aircraft is designed so well

For my full scale flying, I see the benefit of me flying 3D Large Scale Gas models. Especially when I’m flying in a stall with nose 45° up and using a lot of rudder, elevator, aileron combinations to stay at the edge of the stall without spinning while continuing to fly on a 45° pitch nose up. It’s called flying a harrier.

I've found in 58 years of flying, defensive flying is just like defensive driving, there's no practical reason for induced incidents, accidents.

I don’t believe that is the correct procedure for a cross controlled stall demonstration. You were slipping whereas a cross controlled stall is a skidding motion. To do a cross controlled stall correctly you first bank roughly 30 degrees in the direction of the overshot runway while simultaneously applying excessive rudder in the same direction. Over banking tendency will cause the pilot to apply aileron in the opposite direction while continuing to hold the same rudder inputs. Because you lose vertical lift from being in a steep turn the aircraft will descend more rapidly causing the pilot to then pitch up and eventually exceed the CAOA in an uncoordinated state and there is your stall spin scenario. Please correct if im wrong my intention is not to prove anyone wrong just have a discussion.

Absolutely outstanding!

Stalls do not occur at the same angle of attack. Stalls occur when the critical angle of attack is exceeded. The critical angle of attack changes, relative to the angle of the wing to the oncoming air, and the load factor of the wing. The amount of aft travel left in the yoke, indicates nothing as far as when a stall will occur in any given flight attitude or configuration of the plane.

Wow, this guy needs to read up on AOA's and their functions. There are infinitely better than the yoke position. Good luck, dude.

I'm sorry for being annoying on the internet, but this was all pretty much garbage. Yes pitching up increases your pitch, and therefore increases angle of attack. But an AOA indicator is not how much chrome is showing. If you fly with an AOA indicator in turboprops, you will see how much other factors within the flight envelope, other than pitch, can change your angle of attack. The AOA vanes in transport category aircraft provide information to the flight computers and determine things like minimum airspeeds, pusher/shakers, trim etc. (In these jets you actually don't see the angle of attack indication like a traditional AOA indicator.) I get a strong sense you have never been in an airplane that has an AOA indicator. I do agree that GA aircraft don't need AOA indicators and healthy flying habits are more important than fancy instrumentation.

Simply put, the closer the stick/yoke is to your gut, the greater is your angle of atack and the closer you are to the stall.

Bull$hi7

I thought the reason to get them is to know when you are ONSPEED and the help with energy management..

Now do it with left aileron and left rudder together and see what happens. 🤣

1G stall speed is what is marked.