EXPOSING the LIE about POWER ON Stalls (The Complete Guide to Power On Stalls)

How to perform a Power On Stall. This video explains how to master power on stalls in detail. Free Pilot Training is a KZbin channel that is dedicated to bringing you DETAILED training on private Pilot flight maneuvers and ground training for FREE. Thanks for watching. Please check out what other flight lessons and ground courses I have available on KZbin!
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[@MrJangs20]

As a student pilot, you have the best videos out there. I’ve learned so much from you and truly appreciate the time and effort you put into each one. They way that you explain things is amazing. Thanks so much for all you do for the aviation community!

[@FreePilotTraining]

Thank you so much for that! It means a lot!

[@stefanvitali7616]

I’m a student pilot too!

[@tonyvelasquez6776]

​@@stefanvitali7616 no one: The tapeworm peeking out my bussy: 👀

[@johnprevette7344]

I'm a private pilot, and I agree too!

[@shoedlg3508]

I generally agree with your mindset about aileron use. You might, however, caution students about the conclusions they draw from doing power-on stalls dual or solo. If they find themselves in a 172 with a full back seat, they may find the aircraft response to aileron inputs can be quite different at aft CG. Just as aft CG reduces pitch stability, it also reduces yaw stability. The adverse yaw from aileron inputs will result in bigger sideslip angles when the CG is aft. Whereas the airplane might tolerate aileron clumsiness when dual or solo, it may be far more spin prone at aft CG. Instilling the instinct to react with rudder might save the day when the unexpected power-on stall happens with a full back seat. There’s a reason you can’t intentionally spin 172s unless the CG is far enough forward to put the aircraft in the Utility category.

[@FreePilotTraining]

This is actually an excellent point. Thank you so much for the comment!

[@contessa.adella]

All conventionally configured aeroplanes can become a handful with a rearward CG (dunno about canards), in the extreme you’ll get pitch instability and divergent behaviour (dives and climbs tighten steeper with no extra control input)…This is crash material and the reason you never overload the rear beyond the aircraft’s specified CG range. Spins get much harder to recover as well….

[@BruceAirFlying]

I'm concerned that folks may misinterpret some of the points you make in this video. You certainly can and should use coordinated aileron and rudder inputs as you set up for stalls, including power-on stalls. Problems can arise, however, if you use ailerons at and beyond the stall--for example, when a wing drops. Using aileron to try to pick up a wing is the wrong response at that point. It's also important to emphasize that the *first* action when recovering from high-AoA events, including a stalls, is pushing--or relaxing back pressure--to reduce AoA. Adding (max) power comes later in the recovery sequence. Adding power before reducing AoA can increase pro-spin tendencies in certain aircraft and situations. As the "Airplane Flying Handbook" notes, "...[T]he pilot should remember the most important action to an impending stall or a full stall is to reduce the AOA. There have been numerous situations where pilots did not first reduce AOA, and instead prioritized power and maintaining altitude, which resulted in a loss of control" (p. 5-15). In fact, in some aircraft approved for intentional spins , the AFM/POH recommends adding power and applying aileron to encourage a clean entry into a spin. For example, many years ago, Cessna published a pamphlet, "Spin Characteristics of Cessna Models [150-177 series]" (D5014-2-13). That document notes that for several C172 models, "Entries at all utility loadings will be difficult to obtain unless some power and a slight amount of aileron toward the desired spin direction are applied." It's true that designers use various techniques to help keep the ailerons effective at high AoA, but that doesn't mean you should use ailerons at or after the stall, when the force driving what looks like a roll is really yaw; and we manage yaw with the rudder. That's the message that good CFIs have been emphasizing--not that you shouldn't use coordinated ailerons and rudder to maintain heading as you *begin* the maneuver.

[@FreePilotTraining]

I appreciate your comment. I did mention both of those in this video. I probably should have emphasized them more though

[@DJ99777]

This is the comment I’ve been searching for.

[@jameswebb2856]

The best way to level the wings in a stall is to use aileron AND rudder together. I instructed that for years and it works every time.

[@FriendlyMarmot]

13:49 Was not expecting that sound, I jumped out of my skin! I'm learning lots though and the need to balance on the longitudinal axis with ailerons when approaching a stall makes intuitive aerodynamic sense to me. I'm smiling now because I'm getting the knowledge, and when I recognize the good instincts it reminds me that I have the makings of a good pilot deep down. I'm starting to do more and more solo work towards PPL and surprised myself the other day with some immaculate ground reference maneuvers and nailing my altitude to the wall during steep turns, I got a good scan going and it never budged! Thanks for everything, these videos help in so many ways!

[@aviatortrucker6285]

Always remember, if the airplane slides sharply to one side, neutral aileron and high rudder. If it banks hard left, neutral aileron and right rudder. (Rudder opposite the fall).

[@FreePilotTraining]

Lol, sorry. I might’ve made it a bit loud. Thank you so much! It’s very encouraging to see that people like you are getting value out of these videos.

[@FriendlyMarmot]

@@FreePilotTraining It's all good sir! In the end I thought it was funny; that was a quality jump-scare.

[@FriendlyMarmot]

@@aviatortrucker6285 yes! And don't forget to set throttle idle; especially in a left-handed spin, the torque from the propeller is a major force keeping you spinning that direction. Still full right rudder, but idle throttle should make the spin a lot easier to overcome

[@FreePilotTraining]

@@FriendlyMarmot lol. Good

[@PhillyCoinCollector]

This helped me a lot. I started taking flying lessons a few years ago, but quit when I almost entered a spin when doing a power on stall. My instructor had to save it for me. He said it was okay and normal, but the damage had been done. I was freaked out. So I quit. The aviation bug has returned though, and Power on stalls I knew were going to be my biggest fear to get over. But this helped me so much, I cant wait to try it! Thank you so much!

[@FreePilotTraining]

Awesome! So glad you found this helpful! Thanks for the comment!

[@stephanygarcia5723]

I must have watched every one of your videos twice now and I swear by them!! I recommend you to everyone that will hear me speak. This was the last video I watched the night before my PPL checkride & I wanna say thank you for all your content man!! 🎉🎉 Keep it up & I can’t wait for an IFR playlist 😂

[@FreePilotTraining]

Awesome! You’re very welcome! That means a lot! I’ve got a few more videos to wrap up before I can start the IFR series, but I do intend on continuing!

[@JCsaves333]

Awesome video!! Best training/refresher I have seen on KZbin. When it comes to training new or even experienced high hour pilots in my opinion it’s the most forgotten message. Plan ahead plan head!! This video shows the importance of planning ahead. In this case it’s for your flight test. It’s great to practice these manoeuvres over and over to create not only muscle memory but good habits to. Way to many GA/ commercial part 135 accidents are happening now in days because of poor planning skills. I was taught as a young 16 year old pilot in 1986 by older pilots. ie my uncle who had 20000 hours in bush flying and my other uncle with 18000 hours as a water boomer pilot and my brother in law who was a commercial airline pilot with 20000 hours. All of them flew there whole careers without a bent airplane. They told me from day one to ALWAYS Expect the unexpected. Plan for it. So as in this we’ll done video by an excellent instructor who knows exactly how to explain the skills it take with a full understanding of aero dynamics about the Power on Stall. It’s all about planning ahead. I’m now a subscriber to this channel 👍🏻😊

[@FreePilotTraining]

Thank you! That means a lot! I’m hoping to get into a lot of bush pilot work myself! Glad to have you on the channel!

[@TandaMadison]

Just practiced these today and your video is definitely helping me lock it into memory. Thanks.

[@FreePilotTraining]

You’re welcome! Thanks for commenting to let me know that my videos are a help!

[@ronsflightsimlab9512]

Best thing I've seen yet! I'm going to use a ton of this for my ride and with my students. Thanks Josh!

[@FreePilotTraining]

Thanks Ron! I appreciate that

[@toddalligood5891]

Thanks Josh.. checkride coming up and had a real problem with turning stalls last week. I was trying to roll out before breaking the stall as it turns out. Appreciate what you do!

[@FreePilotTraining]

Awesome! So glad I could help! Good luck on that checkride!

[@scottmelsha3780]

This is the best video and complete explanation of how and why we do power on stalls very well done, great job! This will be shown to all my students going forward. Training videos don’t often go far enough in their explanations, this does!

[@FreePilotTraining]

Thanks Scott! That was my goal with this video. I wanted to give my students a video to watch so we can just have a very brief discussion before we go out and fly

[@cassiustedesco8728]

Your videos are amazing!! thanks for making great content! i love your channel.

[@FreePilotTraining]

Thank you! That means a lot!

[@mojo7618]

I love your videos, instructions and the titles. Please don’t change

[@FreePilotTraining]

Thank you!

[@Taurus378]

crucial authority elements to bear in mind in critical VMCA flying conditions ! thanx. you probably save lives sharing this !

[@FreePilotTraining]

That is a fact! Thank you so much!

[@Stumpchunkman226]

Great info and great entertainment value. Thank you for these!

[@FreePilotTraining]

You’re welcome! I appreciate the comment!

[@johnprevette7344]

Love these videos! Especially the light humor! Keep 'em comin!

[@FreePilotTraining]

Thanks John! I appreciate that! I will!

[@GeorgeFriedrichHaack]

thanks bud I'm 66 and I've always wanted to fly so that's what I'm doing I have a kit plane comeing and am taking lessons from a guy who's been flying since he was 14 and has 5 years on me Love all the free info ......Living my dream

[@FreePilotTraining]

You’re welcome! Thanks for the comment! Enjoy the dream!

[@NRB-mb7jc]

GREAT video. Love it. Any chance you would created a video on accelerated stalls?

[@FreePilotTraining]

Thank you! I plan on making one eventually, but it might be a while. I’ve got so many things going at the moment

[@boydw1]

There's another point you missed - the down going aileron changes the mean chord line, which increases the effective angle of attack for that portion of the wing. So if you're right on the edge of a stall, trying to pick up a wing with aileron may cause a tip stall, even in co-ordinated flight.

[@FreePilotTraining]

Well, I didn’t miss it. This is why there is a twist in the wings. Lowering an aileron won’t cause that because the whole wing will stall before the wingtips. That’s why it’s designed that way

[@boydw1]

@@FreePilotTraining Lowering the aileron negates the effect of washout twist in that wing. Excessive aileron use near the point of stall can still cause a tip stall in the down-going aileron, despite washout designed into the wing.

[@wabuchanan]

@@FreePilotTraining There are Cessna's that have absolutely no dihedral, and absolutely no washout. Perfectly straight wings, and the whole wing stalls at once. Thus, why I use rudder only with neutral ailerons generally when practicing stalls. Those Cessnas are all older tailwheel aircraft, so rudder use is reflexive. But it does reinforce the principle of knowing your aircraft, the design parameters, and the aerodynamics of that aircraft. This also points out the danger of referring to "all" Cessnas in technical conversations. There was a whole generation of Cessnas whose flaps went to 50 degrees, and another subset whose flaps went to 60 degrees. All great topics of conversation when talking flying characteristics of Cessna aircraft.

[@SiameseCheese]

thank you, you really helped me for my flight training

[@FreePilotTraining]

You’re welcome!

[@TheflyingrealtorKY]

I’m a tactile learner. I don’t do well retaining information if I only read content. I’m at the xc solo stage of my PPL. So obviously I’ve done many power on/off stalls. This video is excellent because it made the concept much easier for me to grasp. I’m training in a DA40 and those suckers are hard to stall. But I’ve managed it. Thanks for the great video

[@FreePilotTraining]

You’re welcome! Thanks for watching!

[@jazzman5598]

Dude! What a fine channel. Just subbed. Back in my flying days I would take a 152 or a 172 up to 3000’ agl & then (while giving up no more than 100’ ) I would slow to rotation speed and get the horn blaring. Then I would very slowly do a 360 to the left and upon completing my turn I would roll out to my original heading. Rules: Stall horn blaring & no more than 100’ deviation. Rinse (your skivies) & repeat…….to the RIGHT! It was an awesome technique to use just prior to spin recovery training.

[@FreePilotTraining]

Thanks! That sounds like fun! Lol. Sounds a lot like a Chandel! Thanks for the sub! I’ll see you around!

[@blazingspur3323]

Awesome! Mastering these manu. have been “holding me back” from my check ride… uggg! Thanks!

[@FreePilotTraining]

No problem! Let me know if this video helps you

[@AgonxOC]

I enjoyed this video!I disagree on a couple of things, but overall pretty great! One thing to consider is that the ball may NOT be accurate at high angles of attack. Look outside to keep the aircraft straight (On a course without yaw). I do not look inside when doing power on stalls and stay within 5 degrees.

[@FreePilotTraining]

Thanks! That’s an excellent point about the ball! I appreciate the comment

[@mikem-mf8ph]

amazing video for student pilots learning. thanks!

[@FreePilotTraining]

You’re welcome

[@jameswebb2856]

I never heard of the “big lie” when I was instructing but I was instructing in the 1980’s. I always taught power on stalls the way you demonstrated in your video. One method I used to emphasize using rudder and aileron is to do an approach to landing stall and instead of recovering allow the aircraft to recover on its own creating a “falling leave” condition. I would then demonstrate using only rudder to keep the wings level and then only using aileron. After the demonstration I told the student that if either rudder or aileron alone can keep the wings level it make more sense to use both. I would also enter a spin and show how aileron movement in the direction of the spin increases the rotation of the spin and aileron in the opposite direction slowed the rotation proving that the ailerons were still effective even in a stall.

[@FreePilotTraining]

Yeah, I think it’s something kinda new that has been making it’s rounds, but as you might have noticed from the comments, it’s a real thing

[@adi0malka]

This was the simplest explanation of what adverse yaw is that I’ve ever heard of

[@FreePilotTraining]

Awesome. I’m so glad you found that helpful

[@CodyPlease]

Today you just gained another subscriber!

[@FreePilotTraining]

Awesome! Welcome!

[@tahrhz6293]

Thanks for the video. - If there is an aggressive wing drop (+30 degrees) do you still go for max relax roll? Or would you go for: opposite rudder to pick up the wing-> relax/push to break the stall-> max power-> roll? I am a bit confused as we are usually told to level->relax->max->roll and if the attempt to pick up the wing with rudder fails go fore spin recovery and cut the power. - How do you keep the aircraft so level till last second and prevent a massive wing drop? Do you press both rudder pedals (at times one more than the other) to prevent rudder from moving?

[@FreePilotTraining]

Breaking the stall (relaxing) is the most important part of recovery. A wing drop isn’t usually that dangerous, but you definitely want to stay coordinated as much as possible. Steer with ailerons and rudder together as if they’re tied together

[@KenMac-ui2vb]

I remember learning in my C150 and that thing was almost impossible to spin. Power on or Power off, the stalls seemed to gracefully round into level flight so easily. It was like a sailboat... God, I loved that little plane.

[@FreePilotTraining]

Great little planes!

[@cduemig1]

Two questions: In a power on stall isn’t the airflow from the prop making the wing root AOA vs relative wind lower meaning it it’s stall speed vs the wing tip would be a lot closer? Wouldn’t this also indicate ailerons could force a stalled wing more than a power off stall? In the full recovery the stall horn was still on for several seconds. I got hit on my stage check for the stall horn being on still like yours but I pitched down but tried not to pitch down too aggressively to prevent flying into an obstacle or losing too much altitude. I need to check my airplane as I could still be mushing down but do you think a more aggressive release of back pressure is warranted or snap down to level and let the speed build?

[@FreePilotTraining]

Thanks for the questions. Relative wind from the prop is very minimal in a Cessna. There are some airplanes that create more relative wind by placing the props directly in front of the airfoil. The C-130 is an example of an aircraft that uses this design. This “blown wing” design can increase lift by 60 percent on the C130 because it’s so powerful. As far as the stall horn goes, the horn DOES NOT indicate a stall. The horn on a Cessna sounds 5-10 miles per hour above stall in all configurations. This indicates an “impending stall,” not a full stall. The FAA used to keep you right on the edge of a stall during recovery, but this method has gone away, but you will get the maximum performance out of your airplane if you hug the critical angle of attack following a stall.

[@ddbs]

appreciate the videos!!

[@FreePilotTraining]

You’re welcome!

[@jazzman5598]

Awesome vid. Thanks! By The Way when I started flying in 94’ I think I remember one of my teachers say that the year or two prior, the FAA required actual Spin Recovery skills. Is it still not a requirement? Thanks 👍👍👍

[@FreePilotTraining]

Thank you! It’s not required any more. I guess too many pilots weren’t surviving the spin training lol. Probably not, but it makes for a good joke

[@monocogenit1]

Great video. Long. But pretty good.

[@FreePilotTraining]

Thanks! I also appreciate the feedback

[@arturoeugster7228]

The primary reason is the landing on a soft field, where the FAA requirement is to execute a full stall power on landing, with the option to abort based on a condition not expected, like the ever present gopher holes in grass fields rarely used, Example landing in the glider field in Tehachipi, when the gliders are lined up waiting to be towed with the Piper Pawnee ,on the paved runway and your safe choice is to use the grass field, with a moderate crosswind, requiring a slip to land and to take off if necessary before yawing into the wind at some time, to make sure you are not drifting into the active runway where a Pawnee is concentrating on staying on centerline for the glider pilot in tow, airborne before the towplane.

[@contessa.adella]

A reduced incidence at the wing tip to reduce tip stalling is called ‘Washout’. All of these procedures are known to RC flyers too (I’m not talking foam and plastic toys). I warped some washout into my seven foot tail dragger and all its straight line stalls were clean with or without flap. For interest many years ago I had a Bipe that refused to make a nice flat spin, it always dropped into a deep spiral UNTIL I learnt to induce the spin inverted, then it came down as pretty as a Sycamore seed….Recover was admittedly a bit pucker inducing…but remember flying RC you have no stall horn or buffeting, its all done by eye and experience at distance….

[@FreePilotTraining]

That’s cool! Thanks for the comment

[@tankbootone]

Great stuff Josh best tip yet for me..Can't wait to go out to put this to test. I REALLY enjoy your stuff since i just bought my first 172k it's been Great.

[@FreePilotTraining]

Thanks Alan! That means a lot! Let me know how it goes in the ol Skyhawk!

[@benzambalis]

Hey Josh, love the videos. I had a off topic question? What type of flying eye glasses do you wear and what type of lenses as well. I'm thinking on getting some and wanted to hear what you thought about them. Thank you.

[@FreePilotTraining]

They are the Ospreys with the Sapphire blue lenses. There’s a link in the description and you can use the coupon code FREEPILOTTRAINING for 10% off if that interests you at all.

[@bubbahottep8644]

Hey everybody, does anyone know whethere is a flight simulator software that accurately reproduces these stall and spin results? I had one that didn't- it allowed me to roll over and fly an ultralight inverted, for example.

[@herestoyou4562]

another legendary video from Josh

[@FreePilotTraining]

Thank you so much!

[@shader26]

Thanks for this! It’s been a while but my CFI didn’t have me do the rotation speed, and also I at least thought I was simply relaxing the yoke on full stall, but suddenly (two times I did this) the nose was pointing to towards the ground, a steep angle. I didn’t feel as if I pushed the yoke, but was watching very closely how you handled the yoke, and see that, at least I think it isn’t to relax it completely? Not back to neutral? But a just less?

[@FreePilotTraining]

Actually, many planes have what’s called a stick pusher. The airplane will actually push the yoke down for you to break the stall. Often, neutral is not enough. Yes, you might break the stall, but you may need more that that.

[@shader26]

@@FreePilotTraining Thank you for the reply. This was a Cessna 172SP.

[@NoseUp_GearDown]

Good vid...good info.

[@FreePilotTraining]

Thanks!

[@jimboyuk1]

Great detail 👌

[@FreePilotTraining]

Thanks!

[@channelclosed4037]

I really struggle with slow flight bro!! Can you please bring a video out on slow flight

[@FreePilotTraining]

I am slowly trying to tackle the videos on all these maneuvers. Hopefully i can work on that one soon

[@RaymondHundley-mf2wf]

The title was just a catch phrase used to get our attention. I immediately realized no one is lying when I began viewing the video. I personally enjoyed your detailed explanation. have become numb to catch phrases and take them with a grain of salt.

[@FreePilotTraining]

I appreciate the feedback. I personally felt like I was lied to during my training. That’s my reasoning for the title

[@sporBore]

Thanks a bunch for making this video. I was always using ailerons when doing stalls and not even realizing it, and I was doing them fine. Then I started hearing that I shouldn't be using them? Next time I am out doing maneuvers it felt impossible to do a power on stall without using ailerons, and simultaneously maintain heading. When only using rudder, the plane was coordinated but it wanted to turn without the ailerons.

[@FreePilotTraining]

You’re welcome! I know, it’s basically impossible to maintain heading and stay coordinated with rudder only. That’s why I hate that method

[@jimmydulin928]

@@FreePilotTraining It's not your fault, Josh, but ACS isolates and accepts only their technique for each individual maneuver. The safety purpose of slow flight and stall practice at altitude is to get students comfortable with the gaits in Wolfgang's terms of the landing approach and limits of control response with low relative wind. If we teach the purpose of stalls is to recover during maneuvering flight, as in the pattern, we are setting our student's up for a fatal type of failure. Your ACS valid technique for performing takeoff stalls is fine for performing takeoff stalls. It makes it tough for us old guys to still emphasize not using the steering wheel at all on short final. We don't want to turn. While a turn might be fine up high in stall practice, adverse yaw, the nose going the wrong way initially in so called coordinated turns, is the most distractive thing that can happen to a student trying to stay longitudinally aligned with the centerline on short final. And if we are dynamic and proactive with our rudder movement, neither P factor nor gyroscopic precession nor gust spread overcomes our insistence on keeping the target bracketed between our legs. The purity of control, the primacy of control, has to do with where the control is mounted. Think about it.

[@jamescaley9942]

Heading is not the priority, the piority is control authority and not losing it.. Otherwise you may become a passenger in an unguided missile.

[@FreePilotTraining]

@@jamescaley9942 in a real life situation that is a fact.

[@110knotscfii]

Wing washout. Except when you effectively change the shape of the wing using aileron.

[@uhohh7392]

Hi i subscrided i love your content to you have any courses on part 107

[@FreePilotTraining]

Thank you! I don’t! Maybe someday

[@383mazda]

Im about to solo in a 172, my CFI told me to use ailerons to keep wings level and rudder to keep the nose pointed straight wheen building up to a stall. So far i haven't spun...

[@FreePilotTraining]

Good! Yeah, you’ll be fine

[@arturoeugster7228]

At a high nose up attitude with power on the propeller flow is asymmetric, pushing the nose to the left, called P-factor, which requires right rudder deflection, long before stall , As long as the nose is moving, yawning to the left, application of right rudder will in the stall NOT result in a spin. Only applying LEFT rudder in a weak left yaw will enter a spin .

[@FreePilotTraining]

This has been my experience. Most airplanes are actually kinda difficult to spin

[@InfinityMW2]

Thanks for the insight Josh, I will be starting my training for my PPL in the fall and am trying to absorb as much info as possible. Your videos have been a good supplement to the books I have been reading.

[@FreePilotTraining]

You’re welcome!

[@flutetubamorg]

I prefer to use a nice cloud in the horizon to line up on than a compass heading. VFR stall, keep your head up!

[@FreePilotTraining]

Very true! I do that all the time!

[@BrentDanley]

It's great information. However, you focused a lot on directional stability, which is required by the ACS, but (mostly) unimportant in a real-world situation, which is the biggest problem with primary flight instruction. Also, and this is important, after you pitch up, you DO NOT need to wait for the airspeed to bleed off in order to induce a stall. A stall is about back pressure, not airspeed. I did like what you said about reduced effectiveness of the ailerons at high angles of attack, and how the wing stalls from the root outwards. I wouldn't advise a student to do this, but with an instructor if you set up for a power-off stall and don't recover, but instead simply maintain directional control while trying to maintain altitude, you'll enter into a descending mush, but still have a bit of aileron control. A high-wing Cessna simply does not want to stall, and it's good to understand how the plane flies in various configurations, speeds, attitudes, etc. The way to induce a full stall in this configuration is to apply full power, sending that big blast if air into the upturned elevator and exceeding the critical angle of attack. REAL stalls are super scary, which is why when it comes to teaching stall recovery, all these details are dangerous. Push the yoke forward! The elevator got you into this mess and is the only thing that can get you out of it. Push the yoke forward. Then add power or whatever you have to do. Stay level, for sure, but your heading in an emergency situation--and all stalls are an emergency--is not important. One would argue, and I would agree, that staying over the runway improves the chances of a non-fatal landing if the stall results in the loss of all altitude, but if someone is focused on their heading in the early stages of a stall at very low altitude, their instructor let them down. To the students here, a stall is not a normal maneuver. It's an emergency situation you must learn to recognize and recover from safely. So practice them, a lot. But once you get your certificate, don't take your friends up to impress them with your minimum-loss-of-altitude stall recoveries. Also, at some point soon read Stick and Rudder and The Killing Zone.

[@FreePilotTraining]

Excellent points. Thank you so much for the comment

[@walthodges6227]

13:07

[@recursiveidentity]

13:05, it's sort of like when you drive with a car's manual clutch part way in! not that you should do that. I used to do that to start up hills in 2nd gear lol

[@FreePilotTraining]

Lol. You used to be able to start manuals without the clutch. That’s how people ended up in the grocery store with their vehicles

[@joshbanta2552]

PA. VII.C.S7 Acknowledge cues of the impending stall and then recover promptly after a full stall occurs. At 18:00 you state to recover at the first sign of an impending stall and allowing the stall to occur could result in disapproval. The ACS states otherwise.

[@FreePilotTraining]

Yes. I totally agree with this statement. At 18:00 I said you “may be asked to recover on the first indication.” This is more likely on the commercial checkride

[@clarkstonguy1065]

I pretty much agree with everything presented. However, back in the day we had to demonstrate slow fight for as long as the examiner wanted. By slow flight I mean slow enough that the stall warning was continuously on, but not so slow that the airplane actually stalled. That was maybe a five knot window to operate in, maintaining altitude and heading while operating on the back-end of the power curve. With the Piper cherokees I trained in it was possible to creep very deep into the negative portion of the power curve, by which I mean the part where it takes a lot of power to keep going just a little bit slower. So lots of airflow over the wing roots, flying below the power off stall speed. That is the condition where I remember really being lectured about using the rudder and not trusting the ailerons.

[@FreePilotTraining]

Yes. Rudder is more effective than ailerons at low airspeeds, but the left turning tendencies are also greater. You still steer with ailerons at slow airspeed, but it’s even more important (and difficult) to stay coordinated. Thanks for the comment

[@brrav_]

That's some investigative journalism right there

[@FreePilotTraining]

Thank you! When I get frustrated because something doesn’t add up, I go into research mode

[@44hawk28]

It may sound like a minor point but people will understand it better if you talk about like the Euro cup, it did not have the ailerons and the Rudders tied together. They were coupled. We had a system on the f11 that I worked on, where when you were in take off and land configuration, you had an adverse your system that was built within the electronics of the aircraft to apply sideload through the rudder actuator. One of the problems, however, with the early 737 model, was that it did have yaw coupling. Because of that when they were descending from a very cold altitude and we're coming closer to the ground and they started to maneuver the aircraft they were sending warm or heated hydraulic fluid through a frozen Rudder actuator. And it would heat different parts of it at different rates and cause it to lock into one position or the other as a hard over. There was a way to fix it, and that was by increasing the load on the direction it was hard over but that is not a natural reaction. You usually trying to correct the rudder position. And that didn't work on that failure point. There were five total crashes, I believe, that were caused by that Rudder actuator failure. At least by my knowledge and I was involved in notifying them of what I believed to be occurring and upon discussion I had come to the conclusion that by the time of the Pennsylvania crash, I had determined that it was the rudder actuator that was the root of the problem. It just took them a while to figure out what was the origin of the problem. So I do agree that I don't know why you wouldn't use ailerons because even if you were having a stall during takeoff you're going to put a little on in it as a mechanism because the aircraft is not going to want to go straight because it's got rotational forces being caused by the torque of the engine and propeller. You can't fail to use aileron. If you don't use ailerons you're bound to go into a spin.

[@andyfawcett4666]

My mantra (fwiw): Neutral ailerons, step on the Ball, Break the stall, Fly the plane! Do that faster than you can say it and you're likely ok.

[@AircraftBrokerDG]

Thank God that's the lie you were exposing! I've had many an argument in the comments section of other Aviation KZbinrs. Great video, man - love it. FWIW, I teach turning stalls in both power-on and power-off conditions. And mostly in Cirrus. It's far less dangerous than people make it out to be.

[@FreePilotTraining]

So true! Thank you so much for the comment

[@falsedragon33]

No one lied to anyone. Many people may be wrong, bit no one lied.

[@AircraftBrokerDG]

@@falsedragon33 Semantics. But OK, I agree.

[@bwro66]

@@falsedragon33 words do matter. call it semantics sure... but lie? exposing the lie? Sounds like exposing the deep state or something.

[@omarjones1460]

This is excellent instruction. The old "Pick up the wing with the rudder" mantra is the biggest piece of misinformation out there. The primary concern during a stall should be the reduction of the AOA. I believe the "Don't use ailerons during a power-on" stall tecnique was an attempt to apply a spin recovery control proactively. There are two things proponents of this technique fail to realize. First is that attempting to maintain coordination with rudders alone is impossible. Secondly, applying rudder in a stall is how a spin is entered. With all that said, aircraft with elliptical wings and no wing twist like my CAP-10B have different stall characteristics. The buffet is barely noticeable and the stall occurs along the wingspan at the same time. Not over controlling the ailerons is more critical in these types. Excellent video.

[@FreePilotTraining]

Thanks Omar! I appreciate that! Great point on the elliptical wings

[@raccoonair]

Another excellent explanation on topic; thanks for sharing.

[@FreePilotTraining]

Thank you so much!

[@speedomars3869]

My private checkride was given by a guy with 50 years of examiner experience. My so-called power-on stall was at half power (his demand) and the ailerons were PROHIBITED. Keeping the nose straight up to and into the stall must be done using rudder only. Neutral stick. Otherwise you can easily dip a wing and possibly enter a stall-spin.

[@FreePilotTraining]

That’s crazy because the ACS says no such thing in there!

[@speedomars3869]

@@FreePilotTraining Correct. Nor had I ever done the maneuver in training. I had to do it in front of him, and on the spot. He also had me fly under hood for part of the flight to test my ability to remember the instruments and orientation even though it was not an instrument check ride. I figured if I failed the checkride I had a pretty good set of excuses since none of that stuff was in the guidelines for a private pilot checkride.

[@GalenCop9]

How does the wing root stall characteristics differ for the Cherokee 140, pretty much the same? Mine seems pretty docile in stalls.

[@FreePilotTraining]

It’s basically the same. Cherokees are a little tougher to get them to stall

[@GalenCop9]

@@FreePilotTraining I noticed that transitioning from Cessna high wings to the Cherokee.

[@LTVoyager]

Funny, I learned to fly in 1977 and never heard this lie. I was taught to favor the rudder for control as the stall was approached, not because of any aileron bogeyman, but because of you are using the rudder to keep the wings level as the stall is imminent, you are more likely to keep using the rudder to keep the wings level as the nose drops and before the AOA is decreased enough and enough airspeed is available for the ailerons to become effective. This still makes sense to me and has worked well for nearly 50 years.

[@FreePilotTraining]

Yeah, thankfully, a lot of people haven’t heard of it, but a lot of people have. I’m amazed at how many different things are being taught these days

[@mattm2382]

I very much appreciate they way you relate key aerodynamic principals in a very clear, concise and practical manner. Your demonstration of the principles in a practical manner greatly enhances the overall learning experience. Your perspective is thought provoking, refreshing and a great reminder to all aviators to never stop learning regardless of their experience level.

[@FreePilotTraining]

Thank you so much! I think explaining it in this way gives students the absolute BEST understanding so they can master the maneuver much faster.

[@h.martinez]

In my aerodrome we take off with 10° flaps because it's a very short field, but I never understood why they always said I should wait to 300 feet before raising the flaps, even if I've established my best rate of climb speed. Why could that be?

[@FreePilotTraining]

Yeah, I’ve never understood that either. That’s a recipe for forgetting them

[@krautyvonlederhosen]

Having never flown an aircraft with an abundance of power, I never truly experienced a major power on stall until I began to fly giant scale radio control aircraft. Yikes, the plane would snap faster than you could possibly react to it. It actually taught many things I never mastered flying 150s or 172s. I carried my training with me into remote control flying, but now aerodynamics make so much more sense. It makes for a good perspective. I’d fly what I used to but ain’t got the dinero to do so.

[@FreePilotTraining]

It’s amazing the things you can learn from experience

[@clarkstonguy1065]

I flew RC for 20 years before getting my Private. I had a one-way runway at home with trees at the end and a bit of downslope. And, I must admit I cartwheeled more than one aircraft down that runway coming in on the edge of a stall. I was kind of excited to see what a stall in a full scale aircraft looked and felt like. When the instructor demonstrated the first one I was in shock, I was like THAT was it?!

[@echoproductions098]

Just found this channel and love the videos! Easily the most comprehensive instructional videos I've seen, I appreciate how you dig into all sorts of misconceptions and anticipate and explain questions a watching student might have. Keep up the good work!

[@FreePilotTraining]

Thank you! Welcome to the channel!

[@channelclosed4037]

Still waiting on the pre flight video man !!! Also can you please post more flight lesson videos more frequently like this !!! Please

[@FreePilotTraining]

I will do my best. I’ve got a lot going at the moment. I had intentions on creating a pre-flight video and I just ran out of time

[@channelclosed4037]

@@FreePilotTraining it’s alright bro , take your time ! I hope I get it before my check ride 😭 that’s all matters lol

[@mikecoffee100]

ohh luv the Contriversy power on stall the Big Lie and I'm not Wolf Blitzer in the situaion roomm lol and these lessons are always always good

[@FreePilotTraining]

Lol. I think it’s good to bring conversations like this to light. Even if I’m wrong (which I’m not😆), it’s good to discuss this. Thanks Mike!

[@Rawbful]

Can you do a detailed video on ground reference maneuvers particularly s turns and around a point? I don’t think there are a lot of videos that go into enough detail. I used sporty’s and their videos got me off on the wrong foot I think. They were very focused on the bank angle in relation to ground speed and therefore I was entirely focused on that while attempting to do the maneuver and therefore really poor at executing. What I later realized is that I just needed to look outside, pick the next point I want to head towards in the maneuver, and use my intuition for bank angle needed to fly over that point. Once comfortable with that, add in glancing to ground speed and correcting bank angle to perfect.

[@FreePilotTraining]

I definitely want to make those videos very soon. I agree. Most ground courses focus on bank angle and ground speed, but that definitely makes things more confusing. You definitely want to focus outside and pick reference points to fly over. That’s the key

[@Rawbful]

@@FreePilotTraining Great to hear! Really appreciate you making all of this content. I'm a student pilot close to my check ride and you have really helped me out. Cheers!

[@FreePilotTraining]

@@Rawbful you’re welcome! I love making them!

[@Sunny441]

Claremore! Am in KCNU. If you ever make it up here let me know..

[@FreePilotTraining]

O that’s cool! My father I. Law flys our plane up there all the time

[@major__kong]

Aerodynamicist, aircraft designer, and commercially licensed pilot here. Wings with low taper ratio naturally stall root first. They get a little help sometimes with stall strips and wingtip washout. This doesn't mean using ailerons near stall is a good idea. Think of these design features as buffers against stupid pilots. But stupid will find a way eventually. The downward aileron not only causes adverse yaw, but it also DECREASES the critical angle of attack on that section of wing. It is not too hard to find the right combination that aggravates the stall. There are KZbin videos of pilots doing stalls and using ailerons during recovery and inadvertently spinning. I saw one the other day, which is probably why KZbin recommended this video :-)

[@FreePilotTraining]

Im not condoning the use of ailerons during recovery, but the point I was making is that we don’t teach students to control the aircraft by the sole use of rudders during takeoff and landing. Why would we teach them to only use rudders when we are trying to induce i stall when we’re simulating takeoff and landing stalls?

[@bloxpert2373]

Stalls are in my next flight lesson. I feel more confident that I won't spin the plane after watching this. Noting the comments about the aft-CG influencing spins.

[@FreePilotTraining]

Awesome! Glad I could help

[@prodigalpilot]

I’ve got a problem with the spin section on the airplane flying handbook. While it’s technically true that both a side slip and skid(yaw) can produce a spin during a stall, these are not one in the same. A skidding stall will quickly develop into a spin, a slipping stall, in anything but a competition aerobatic airplane, is very benign. The cross-controlled inputs for the slip would have to be held for a SIGNIFICANT amount of time in order for the airplane to go “over the top” into a spin. While the book isn’t wrong, it also has contributed to generations of pilots afraid of slips, particularly on approach. Can’t tell you how many fellow pilots I have had in the champ that start to panic when I slip on final.

[@FreePilotTraining]

Yes, yaw is the key. You must have at least one stalled wing and a yaw. Whether it’s a slip or skid, that doesn’t matter

[@prodigalpilot]

@@FreePilotTraining While both a slip and a skid can produce a spin, a skid is much more dangerous. Wonder what your thoughts are on the adage to never be cross-controlled or uncoordinated near the ground. I think the last couple generations of flight instructors have really pounded on this, but results in folks being afraid of the slip, which is perfectly safe. Thanks for the video.

[@FreePilotTraining]

@@prodigalpilot so, I love the slip. I’ve always been very aggressive in the slip. Especially in Cherokees. I scared the crap out of myself the other day though when I blanked out the tail for the first time with a student. I had an extreme right to left quartering tailwind, so I believe this was the issue, but i was carrying additional airspeed and I was flaps up, so I didn’t think there was any danger of this at all. Im still not afraid to slip, but i definitely gained a little more respect for the cross controlled stall. However, the real danger is not a slip, but a skid as you mentioned and you done messed up if you’re skidding the airplane.

[@n7565j]

Back in the 90's when I did my training my instructor carried a 5/16 dowel rod and would smack my knuckles if I touched the yoke during a stall ;-) He was an old Vietnam pilot who knew his stuff but was a bit strict... My check istructor actually made me land on a grass strip, a 2000' grass strip, in the mountains of western NC which I hadn't prepared for. We didn't die and he passed me so I guess I did ok ;-) Interesting theories!!!

[@FreePilotTraining]

This raises a great point. You can absolutely steer the aircraft at high angles of attack with the rudder. Using the controls together is way easier to maintain a heading and stay coordinated though. But in reality, if I stall, I couldn’t care less about my heading

[@daft4682]

I finished the video after my last comment. I got through a check ride and this is the first time I think I've ever connected the idea that a power on stall is related to taking off. I wish I had you as an instructor. 99% of my training was my instructor obsessing over those check ride points without connecting them to any aspect of actually flying. I've done about 50 hrs since my check ride and a lot of that was going high and experimenting. Trying to teach myself through trial and error how to actually fly. It's been a few yrs since I flew. I stopped flying because I was scared. I could never get comfortable. Was always terrified I was going to exceed some limit bc all I had done was repeating these maneuvers. I flew a C150 which was apparently so easy to fly that these maneuvers almost fly themselves. I don't think I ever controlled heading at all during a power on stall. Just pitch up, the instructor would say "there's your first indication" (which I had no sense of). So during the check ride I just pulled up, waited a few seconds, said "there's my first indication" then pitched back down. I never felt any indication, I just blindly did the thing and passed. Almost everything I did was blindly following a process without really having any idea what I was doing or why I was doing it. When I eventually get a BFR, I hope to find an instructor that is personable that can teach me this stuff and help me integrate all this compartmentalized information into actual proficiency in daily flying.

[@FreePilotTraining]

I really appreciate this comment. It’s packed full of truth that no one talks about. I believe there is a HUGE knowledge gap between the stuff that is FORCED down your throat during preparation for the written exam, and then grooming for the checkride. My goal with this channel is to bridge the gap between ROTE knowledge and actual understanding, because understanding is the TRUE beginning of learning. You’ll notice that I started this channel by creating content that gives information to pass these exams, but I’ve changed my strategy, because I’m in the same position you are. I want to understand WHY so I can be safe. I do believe that 99% of the maneuvers are good for developing safe flying skills, but we need to keep asking WHY, and we are performing them and really get to the root of learning. I’m about to move to Alaska, but if I wasn’t. I’d fly with you. There are instructors that are just as passionate as me. Keep looking brother

[@michaelrsmall]

Its like everything FAA, once you get the certificate/license you put yourself in the field to get more experience And ultimately learn. As we always say its a license to learn.

[@FreePilotTraining]

@@michaelrsmall very true! It’s a license to learn!

[@jerryfrank3972]

Have you ever had advanced spin training?

[@daft4682]

@@jerryfrank3972 no. There was no spin training at all. Instructor tried to show me a spin one time but I never got a sense of "spinning" at all. Apparently it's very difficult to get a 150 to misbehave. Same with doing side slips and stuff for landing. I have no idea how/why on any of that. Not a clue. We "practiced" it a couple times but all it was is doing some odd control inputs that didn't really effect the landing at all. The entire process was not "learning to fly" it was "pretend to do this or that to check the box for the checkride". That's the main reason I stopped flying years ago - I didn't feel safe. If the airplane had ever done anything strange that didn't exactly match one of the exercises, I wouldn't have known what to do.

[@piedralite]

Joah, Most of the corrections you are preforming with the ailerons in your power stalls are due to the engine torque, not to the adverse jaw You see when the propeller turns in one direction at full power, the plane reacts to the opposite direction with all those horse power involved. Something new to consider Ha.

[@FreePilotTraining]

Thanks for the comment! That’s very true. I think i briefly mentioned that when I was talking about the turning stall

[@stephencook2105]

Loss of speed awareness is the problem here. You should NEVER be in a position where you have to recover from a power on stall at low altitude.

[@FreePilotTraining]

That is so true

[@HornetChronicles]

thx

[@FreePilotTraining]

No Problem!

[@ShahryarSaigol]

If you want to learn how the Ercoupe took care of left turning tendency and cross wind landings, reaf Wolfgang Langeweische's Stick and Rudder. Also it is "Rudder" not rudders. This Cessna has only one rudder.

[@FreePilotTraining]

I need to read that book. I’ve heard some great things about it

[@wncwashpros2]

Can you drop the link to the document in the comments or put in your description so we can download and print?

[@FreePilotTraining]

Here you go: www.faa.gov/sites/faa.gov/files/training_testing/testing/acs/private_airplane_acs_change_1.pdf

[@wb1065]

A funny thing about the aerocoupe is on the instrument panel is a large turn coordinator right in the center 🤔.

[@FreePilotTraining]

Yeah, that is odd. I’m guessing it’s because turn coordinators are made with a ball. You you have to have one for IFR flight

[@wb1065]

@@FreePilotTraining but the examples I’ve seen were definitely not IFR legal. Bare minimum equipment.

[@Mike-ff7ib]

I recommend the finer points cfi for accurate instruction. This video complicates the topic.

[@FreePilotTraining]

Well, to be honest, it’s a complicated topic. I do appreciate feedback like this though

[@KevinSmithAviation]

Excellent video Josh. I appreciate you diving into this. I like many have been taught the same about the ailerons. Thank you for clearing this up and showing the data to back this up. You rock my friend. Keep up the excellent work. Safe skies 🇺🇸🛩️

[@FreePilotTraining]

Thanks Kevin!

[@daft4682]

I got through check ride and still have no idea why we did most of those maneuvers. I still don't know what a power on stall even is. I just knew how to do the maneuver. Same with slow flight. When I tried to ask my instructor she was basically unwilling to go any deeper. In my mind, the check points of the check ride and actually going flying are completely separate.

[@FreePilotTraining]

Every maneuver has a purpose. Unfortunately, if your instructor is not willing to answer you, they don’t know. Keep searching! The answer is there. The airplane flying handbook has some great information in there you will definitely find interesting

[@PhoenixA380]

After all, not all airplanes are designed the same, so have this in mind and do not rely on good aircraft design to prevent asymmetric stall or aileron reversal. P.S. Asymmetric stall is not necessary spin. FAA has a few pretty good free books on these subject covering the basics - very useful for student pilots.

[@FreePilotTraining]

Yes, it’s important to know your airplane

[@nostradamus7648]

As an aviation noob, my first requirement for stall training is to do it near a large, flat open field.

[@buckyperchski-mc2vo]

Remember, the purpose of practicing this maneuver is how to get out of a stall, not how to get into one. I really like your video. MAX, RELAX, ROLL.

[@FreePilotTraining]

That is exactly right! Thank you so much!

[@freecitizen7372]

I wish my flight instructor had explained this to me before I put the plane into a rolling spin. Instead they explained how to handle a power on stall with a turn afterwards.

[@FreePilotTraining]

That’s why I made this video

[@dath1974]

First, let me qualify this, I'm not a CFI and just expressing some thoughts/opinions... It seems like many (most?) of us practice this maneuver for a checkride in a somewhat unrealistic way. During the climbing portion, we apply back pressure to climb. When departing in actual, more often than not, trim is set for the desired pitch/airspeed, if not perfectly, at least at least close. This seems a likely spot for problems/task saturation/distraction to creep in and if setup like this, relaxing the backpressure (as many of us are taught) won't be enough, we will actually need to push to break the stall and recover. I also think (over) trimming the climb and training to push at an impending stall in this situation would also reinforce the same need in the event of an engine failure on departure. Opinions?

[@FreePilotTraining]

I’m 50/50 on this. The ACS used to say that you had to perform stalls with “minimum altitude loss,” so you’d have to ride the edge of the stall, but they changed that because people were getting themselves into a secondary stall or an aggravated stall. Because of that, breaking the stall and being intentional when doing so is key. I still use the mantra max relax roll because it rhymes, but breaking the stall is key

[@mbrane]

Hi Josh, thanks for yet another interesting video and for encouraging us all to read between the lines. Rod Machado has two videos on "uncoordinated stalls" (part 1 and 2) and I am curious to hear your thoughts if you were to combine his advice with your observations. I do not think there is any real contradiction, but it seems to me to be a nuanced issue (as I understand also from reading the comments by@jimmydulin928). And perhaps the point also is that if you sense a roll (just as the airplane stalls) you should *lead* by rudder, not by aileron, but that coordination should be quickly returned just as one is coming out of the stall (to avoid a secondary stall, for example). Would you agree?

[@FreePilotTraining]

Good question. I’ll have to watch his videos to get more details, but when you break the stall, you can use rudder during the stall to help pick up that wing. I don’t teach that because this will cause you to get off your heading which could cause you to fail the checkride. It you freeze the ailerons at the stall and you break the stall, the airplane will not continue to roll. Yes, you can use rudders during this phase, but it’s not really needed. Once you break the stall, you can use everything.

[@mbrane]

@@FreePilotTraining Interesting! I was taught to arrest the roll with rudders and avoid aileron inputs (my instructor demonstrated a falling leaf stall maneuver and had me try it). I guess the point at the time was not to worry too much about the heading and just get a sense of the stall and dynamics..perhaps we will refine the procedure down the road to get it to conform with the ACS etc.

[@Airpaycheck]

Nice Herc T-shirt 👍

[@FreePilotTraining]

Thanks! Gotta represent

[@shyammohabir8283]

I'm a bit confused by this statement "Rudder affected by slow airspeed" - but isn't rudder your best friend to maintain center line durring landing? Rudder effectiveness increases with aircraft speed. Thus, at slow speed, large rudder input may be required to achieve the desired results.

[@FreePilotTraining]

You have less wind going over the rudder at slow airspeeds. It’s still effective but the it’s not as effective as at high airspeeds

[@skytruckdriver4498]

I think a better title would have been, “why staying coordinated in a stall and slow flight is so critical” I was never told don’t use ailerons I was taught to stay coordinated. I 100% agree with your mantra of staying coordinated should keep you safe, but this is pretty specific to a clean configuration. I know you addressed flaps briefly but, Another real world scenario for power- on stalls is during a go around/missed approach, which you’re going to be in a landing configuration. With ground contact imminent. Application of flaps can have effects on the wash out stall characteristics of the wing, mainly you could actually develop a tip stall as opposed to a root stall first. Which is going to make use of ailerons sketchy. And during the application of power, even in something like a 172 you’re gonna get some left turning tendencies which people tend to try and correct with ailerons without enough rudder. This is also pretty specific to Cessnas or similar training type aircraft, which I totally understand is your target audience. However other types of aircraft can have radically different aerodynamic characteristics that make the stall fairly terrifying, anyone who has flown beavers or otters can attest to this. In my experience training inexperienced or new pilots is that they tend to use too much aileron with not enough rudder and get uncoordinated relatively easy. Especially if they have primarily been flying nice stable platforms like the 172. It’s cool to geek out on some physics and see an engaging conversation!

[@FreePilotTraining]

Very true. Thank you so much for this comment!

[@julioverne2001]

Hello, I am 47 years old and I would like to know your opinion if I am too old to pursue a commercial pilot career, I will have my AME in 10 days,also,can you tell me what videos should I start looking for a beginner? Thanks you.

[@FreePilotTraining]

Go for it!

[@SuperEddietv]

Turning, power on stall for commercial checkride, guaranteed. I am re-visting this after 30 years. YeeHaw!!

[@FreePilotTraining]

More than likely!

[@emergencylowmaneuvering7350]

Try the worst that most avoid. "The Right Chandelle Stall". But do it with not enough rudder. Be ready to spin to the left, push, pedal, power off. You will spin mostly. Mild Maneuvering Stalls are for cowards that cant do spin training. Most crashes are Mild Maneuver Pilots making errors on HARD MANEUVERS they skipped due fear. And got Karma. You are a brave CFI.

[@ProfPoindexter1968]

This "lie" got started in the early days of aviation, when airplanes all had straight wings that were really straight, without any structural changes to make the inner part of the wing stall first, and power was always marginal. In such conditions, use of rudder only for lateral control in a departure stall made sense.

[@FreePilotTraining]

You are probably right. I bet they didn’t have to maintain heading during their practice stalls back then.