Demonstrated Stalls - Private Pilot Training

There are four stalls your instructor will demonstrate during your Private Pilot training. You will not need to perform these on your check ride, but you will be expected to discuss them with the examiner regarding what causes them and how to avoid them.
San Diego Flight Instructor Garry Wing, of Fly The Wing Flight Training, demonstrates these stalls in a Cessna Skyhawk. Secondary Stall -- Elevator Trim Stall -- Accelerated Stall and Crossed-control Stalls are all covered in less than 5-minutes in this video, and in greater detail in the FAA's Airplane Flying Handbook (chapter 4, under "Stalls").
Enjoy more videos on the garrywing KZbin channel, and visit the website for blog articles, links and flight training specials --- FlyTheWing.com

[@abbieamavi]

Great explanation and graphics, thank you!! I’m in CFI training this summer 😃

[@wojciechgrodnicki6302]

Concise and useful.

[@musoseven8218]

Great video and sound useful advice - well explained too. Outside visual references are useful as well. Thanks for posting.

[@jacktut2630]

Great explanation🎁

[@MrAlwaysBlue]

Nice and to the point

[@jfrankfather]

Thank you for that very concise and informative video!

[@kaan3874]

Fly well

[@kelvinpfeiffersilva]

thanks for the video, it's helped me

[@YusufMatcheswala]

Hello Gary, Your videos are the best aviation learning videos on KZbin. I have heard about the stall caused when trying to correct overshoot from base to final. If one should find oneself in such a situation, what is a good way to get back on centerline.

[@GarryWing]

_Go Around_ Or at least increase bank / decrease yaw to the point the airplane is coordinated (ball centered). Remember, the ball doesn't need to be pegged to induce a spin; it could happen if you stall with as little as the ball 2-widths out of the cage.

[@augmentedrealities]

Hi Garry great video :) Just for the sake of sharing information.... I just got my Recreational Pilot's Licence (RPL) here in Australia, literally 2 weeks ago. I think this is the same or similar as the sports licence in the USA? I'm basically restricted to remain within 25nm of the airfield of departure and stay out of controlled airspace. Anyway, I just wanted to say that I had to do all of these stalls in my check flight test for my RPL. Clean and dirty stalls, power on and power off, even incipient spins all in a Piper Warrior. The only one I haven't done is accelerated stalls. Is it the same in the USA for an equivalent licence?

[@GarryWing]

AugmentedRealities Congrats! That sounds like the same as the Rec license we have here. Sport restricts you to LSA aircraft, < 10,000' MSL, 1-pax, etc.

[@kenlee9874]

Hi Sir , don't you mean to say PPL (PRIVATE PILOT LICENSE) in Australia , not RPL ?.THANKS

[@Tobiyui]

What a name for a pilot instructor lol!

[@valberlin9239]

It's in the name folks.

[@meow-ge7xk]

what can you say about the yeti airline crashed? It's also caused by stalling.

[@josephk1506]

hi, im wondering the condition that the pilot uses left rudder and opposite aileron ... is it really skidding?? i think it is slip.

[@michaelasatter336]

It's a skid because centrifugal force is playing a larger role than horizontal component of lift. You've put yourself in a situation where you're applying too much rudder in the direction of the turn for the degree of bank, therefore your ball on your turn coordinator will move to the outside of the turn=SKID (CF>HCL). To correct this condition prior to stall, you'd need to either increase your degree of bank in the direction of the turn to coincide with your rudder input, or take some of your rudder out and introduce more opposite (from the turn) rudder pressure (step on the ball).

[@balto2455]

skid=centrifugal slip=certripetal

[@nathanotto2820]

You are correct generally but the airplane was already in a left turn in this scenario where too much left rudder was being used. Then opposite aileron was input to further exaggerate the skid leading to a graveyard spin.

[@sohail1855]

Hello, Do I understand it right that, Stall will happen when you have a large angle of attack at a relative low speed? But if, with the Same Angle of Attack, the speed is much higher, then stall won't happen. Right? And the plane will climb up of course. Right? If right, What are those speeds and angle of attacks? If not right, Then how come that fighter jets and other acrobatic planes can climb strait up vertically? I suppose this is because of their high speed, which provides enough lift, no matter in what direction they move. So why can't normal plans in a critical angle of attack give full throttle to gain more lift?

[@part1801]

I'm just guessing, but you're probably right about the jets but they're also much more capable enduring the g forces to the airplane vs a small recreational aircraft. I gather from what he said, just don't put yourself in any of those stall situations to begin with

[@bombud1]

i have a question if you don't mind. i have your USA Cessna Tour paused atm. you are using VFR Denver flight following to land. (he gives you 2 random street names as a VFR landmark) ok so, as you flare, you let the yoke go forward, ever slightly and for only a moment, i assume because you feel yourself stalling before wheels touch from too high up. pretty much from day 1 until my checkride prep i was doing the same exact thing for the same exact reason. my instructor said, on more than 5 occasions, "don't let the yoke go forward". when i tried to hold it back and not "stop the climb" i did climb, and had a more solid or maybe bounced a tad. usually if im a little fast on short final. did he say that so i wouldn't get lax and put myself into oscillation? it seemed as if i was preventing it the oscillation. i saw him doing it too, though i never said anything because it felt right. i play a ww2 combat flight sim with hundreds of other guys, most of whom are pilots with numerous Vets as well. ill start sharing your videos on the squad forum, maybe you get more views and subs. i think its deserved. thanks for reading long msg. your videos are great.

[@GarryWing]

bombud1 I went back & looked. At 10:29, I do see the yoke go forward a bit, but the mains are already on the runway at that point. A couple seconds later I bring the nose down. I don't recall anything peculiar about that landing, and at this point whatever I'm doing with the controls is certainly by sight & feel and not at all mechanical or conscious....

[@aghaanantyab]

i usually wonder about 1 thing. Suppose, lets talk about airasia boeing accident in 2015. that boeing was stalling, and falling from 38000ft. the question is: why was it not possible to reposition the plane to its normal state? i think the pilot could make the nose of the plane lower than its body, maximized the jet power until the plane had enough speed, then simply pulled up that plane

[@paulbergman8228]

aghaanantyab Hi, I was curious about your comment, so read the report. It was an Airbus A-320. The crash occurred on Dec 28th 2014, the plane's major parts were mostly recovered in about 1 month later. The FO had nose up input on the control stick, and the pilot had nose down input to stop the stall. Since the nose input was first, the alternate law system disregards the opposing second input, therefore contributing to the accident. The rudder limiter system had failed w/a two degree deflection and could not be changed, resulting in a 54 degree bank, but this would have been recoverable had the pilotsperformed the correct procedures and not disabled the auto pilot incorrectly, causing the aircraft flight management system to enter alternate law, a supposedly aircraft saving parameter. This system is also helped cause of the Air France Crash off of Brazil. That system has been subsequently changed somewhat, I believe.

[@ranidayz09]

Paul Bergman and both of those crashes happened in that equator area where bad weather can occur

[@landen99]

Crossed-control Stalls should be called Skid stalls imho.

[@telrick4]

@1:40 increases stall speed meaning more speed is required to not stall right?

[@GarryWing]

Yes; essentially the wing will now stall at a higher airspeed; requiring you to fly somewhat faster to avoid a stall.

[@part1801]

I'm thinking you're a pilot that moonlights as a radio host or commercial voice over actor.