Real Pilot Story: Cold Weather Catastrophe

Private pilot John Berman recalls a distressing night flight during the winter of 2018, when prolonged exposure to extreme cold temperatures adversely affected his judgment.
As is often the case, several links combining in the accident chain contributed to the accident. ASI explores the links that John could not break and led him to depart on the accident flight in his Velocity XL amateur built aircraft.
ASI’s Real Pilot Stories allow pilots to share their encounter with a dilemma so others can benefit-while comfortable on the ground-from lessons learned the hard way in flight.
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[@CHESSmaster69SH]

When you told the 911 operator, "I'm so cold", my heart broke in half. I'm so glad that you're still with us.

[@Quisqueyax]

Same here. 😢

[@drexdqueen]

Incredible story. Glad you're still with us, John.

[@spaniardprince]

“Thank God, whatever”. Ungrateful fool.

[@jd88x89]

This a great story to share and happy John dared to do such. Glad that he is ok. I think that is something that a lot of people forget: "Unnecessary Monetary Pressures". This usually gets overlooked a lot in training. This should perhaps be better taught in flight training in understanding that "Money is replaceable - your life is not" and understanding the financial responsibilities of flying.

[@brentdavidson1]

100% - $70 difference is laughable but we’ve all been there letting a minor expense of some sort affect our thought process

[@stanislavkostarnov2157]

there is an issue (which is true of all capitalist society...) that money pressure is a real pressure not a made up one (that can be dismissed)... however, in the long-term, a good thing to consider is that crashing is very expensive in every way.

[@richardcranium3579]

@@stanislavkostarnov2157yes. The communist societies suffer from food pressure

[@stanislavkostarnov2157]

@@richardcranium3579 in a communist society usually any pilot risks getting shot if he does not fly where his higher-up wants him to. saw it in countless soviet accidents. as for food shortages That's just a trait of a badly run economy, plenty of effectively capitalist countries have had those issues (at least among the poorer strata's, but under communism, even the minor nomenklatura members did not suffer hunger, so, bells and whistles)

[@richardcranium3579]

@@stanislavkostarnov2157 every communist society has had famines gulag style processes

[@lelievre12]

These pilot experiences are so valuable. Thanks for posting. It would not be easy to share 'mistakes' on camera but I am grateful you did.

[@GRosa250]

John seems like a genuinely nice and level headed man. So glad he made it through his terrible ordeal.

[@ahmadster]

John has done us all a great service by sharing. I'm sure it wasn't easy. Thank you very much John for your courage.

[@JimBronson]

Man 3 hours out there in the cold wondering if you're going to live or die, I can't imagine. Glad you're still with us, John. I like to go skiing up that way as I live in Texas and I've been out on the town in Santa Fe and Taos in the evenings and getting down into the single digits F, even in the negatives, is pretty frequent even after it being relatively warm in the daytime.

[@TheFatNumpty]

May I add to all the comment's congratulating John and thanking him for talking about this, it clearlly wasnnt easy for him as it wouldn't be for anyone. He has, with this interview, most likely saved lives and helped many avoid being caught up in similar situations. My hat goes off to you John.

[@DanKuhn]

Thanks to John for telling this story and ASA for filming it. I've experienced this "cold body = poor decision making" many times as a cold-weather Scout leader, with Scouts and adults alike exhibiting it. Fortunately as a group and using the buddy system we catch it before it gets serious.

[@cyanoacry]

This is particularly terrifying as canard-type airplanes are known for their susceptibility to ice. Part of the tricks to getting high speed in the Velocity and EZ designs is to minimize wetted surface and wing area/airfoil thickness -- so you really need every bit of airfoil to be clean, contamination is a big deal. Thank you so much for sharing, and I'm glad you're here to tell the tale.

[@brentdavidson1]

I believe it’s any high laminar flow wing, doesn’t have to be a canard style

[@Gary-Coxe]

Thanks for sharing John. So glad you're okay!

[@VodkaFanClub]

Must have been an amazing feeling to see your family and hug your little daughter again, after facing that cold, dark emptiness. So happy that you made it John and I hope You will keep flying and will be safe all the time! Your aircraft looks to be serviceable, she did a great job too!

[@braincraven]

The cold wind sounds at the end is great punch in the emotional gut. Kuddos to the editors for such a great job.

[@braincraven]

Gawd, what a very scary situation. I am so sorry John, very glad you survived.

[@DrJeffAero]

NTSB & online info. Last radar return 127kts (146mph) 300' agl. Bounce at impact >150' high, maybe >300' given 75 yd stop from impact. Broken neck & back, two spinal cord injuries affecting all 4 limbs. Merry Christmas.

[@Aran2323]

Thank you for sharing your story, John. We're glad you're still here and are saving lives by sharing your experience.

[@bitsofgeek]

@@flightforensics4523 Thank you for your excellent contribution on hazardous attitudes.

[@meganryan3316]

I just had my instrument checkride. The biggest topic was icing. It is so dangerous and you certainly don’t want to mess with it. Because it will come back to bite you, as John learned. Glad he survived! Usually these cases there are no survivors.

[@MrXtachx]

The instrument checkride is also a ticket to learn. it was like that for me as well - but then I got into icing a week after the checkride, solo IFR and at night when the weather predictions were pretty clear that there wont be any. Man each IFR flight is like a lesson you get to learn.

[@kpitone]

The real pilot story series is my absolute favorite series you guys do. So many valuable lessons to be learned. Thank you John for sharing your story.

[@RobertHarris-gx8vr]

The heater in my airplane works pretty well, but over terrain like this, I would dress, or have ready at hand in the aircraft, clothing to keep me warm, on the ground. (I do that driving my car as well.) A 406 MHz ELT and/or a Personal Locator Beacon, close at hand, would have facilitated a quicker rescue. Glad it turned out as well as it did.

[@kevindangelo6758]

Ditto on PLB I carry a SPOT on all flights with both of my planes and also when boating ,hiking ,skiing- any thing that might precipitate need for fast help. Very cheap insurance for increased safety. On a second note I think that ADSB keeps a pretty good track of all aircraft now days

[@dermick]

@@kevindangelo6758 Might as well do whatever you can to ensure people can find you if needed. ADS-B out, PLB, ELT, and of course flight following. I was impressed the 911 operator understood what a tail number is, and was able to find info on the flight. I carry a little PLB in my flight suit, I hope I never need it!

[@bbgun061]

@@kevindangelo6758 ADS-B and radar don't always work in the mountains. The 406MHz beacons always will because they communicate with satellites.

[@Mark-pp7jy]

Your humility is inspiring John! May have even contributed to you surviving. Thank you, and to all the the people involved in finding you and rendering aid! ✌️♥️

[@sailingnuestravida]

Glad the pilot survived. Pilot concerns often overlap with sailors, especially get-there-itis. Interesting that cold can affect decision making. We have had cockpit conversations about the accident chain, asking at times “what are we doing right now that can contribute to problems later?” And “what should we be doing differently?” Particularly during developing weather events. I always learn something from these stories.

[@Howardduff-dd5hf]

I love these stories. Really hit home on how important safety is!! and it CAN happen to anyone. Thanks for producing these!!

[@LeFrench307]

Kudos to the first responders who found him. That must not have been easy given the conditions!

[@keepyourbilsteins]

Thank you for your humility in sharing your story with us John. Your hypothermia experience is why its critical to fly with an ELT installed and routinely inspected.

[@chrisstrobel3439]

I’m glad you made it John! God was merciful buddy, glad you prayed 👍 Thanks for allowing the channel to share your story 👍 God bless you 🙏

[@raymoland]

Thanks for sharing John. You seem like a careful pilot, this shows none of us are immune. Glad you are still with us and wishing you continued recovery!

[@user-ve4sm8cb9c]

Hearing your voice calling for help made my blood run cold. So glad you made it! You did the most important job, you landed the plane and lived! Peace.

[@gonetoearth2588]

Amazing story John. Happy for you. Divine intervention indeed. ❤️🙏🏽

[@jasonvanevery5594]

Thank you so much for sharing your story Mr. Berman. I am flying the same type aircraft from Texas to Nebraska tomorrow. Consideration for icing is one of my top priorities for planning and I have another tool for that in my bag.

[@emodevil55]

Thank you for sharing ur story John, hope to see you spreading your wings once again.

[@markusp1788]

A Ballistic Recovery Parachute here would've made the greatest difference. I am glad this ended up so well.

[@joefreas]

I know of at least two icing fatal crashes which the aircraft had parachutes. The problem is once the ice builds to the point where you need the parachute, you are going too fast to use it and are unable to slow down to a speed that it won't rip off the airframe. kzbin.info/www/bejne/l4O2on9-rMRpptE

[@bitsofgeek]

Thank you for sharing this story John, and so very happy you're still with us.

[@GrandpaRonin]

Thank you for posting these videos for other pilots to learn from. Thank you to Mr. Berman for sharing your perspective about this traumatic experience. I that you're able to recover as much as possible, and I'm glad you're with us to share this story.

[@klasmova2771]

Sobering reminder, thank you for the timing with this video as well, as we make our way into a deceivingly dangerous season for GA.

[@aeronaut1906]

I guarantee this channel has saved many many lives, purely from people knowing exactly how these things happen and what went wrong, step by step, in an entertaining and informative manner

[@jimkirkendall2483]

So glad you made it, bud. Thanks for sharing your insights into what happened.

[@rubenduma3228]

Thank you for sharing this John! God bless you and your family!

[@John777H]

Thanks to John for sharing this experience. I wish you continued recovery. I'd add a related lesson I heard awhile back in a safety presentation (if I recall, the speaker was Catherine Cavagnaro). Night-Mountains-IMC: if you're piston single engine, pick one. It seems to me that this flight stacked all three of those risks, regardless of the icing.

[@CompleteWalkaround]

Solid Gold. Thanks

[@alaskaaviatrix]

John, thank you for sharing your story and I am so glad you are here to tell us about it yourself ❤

[@MrStracker]

Dude's flying a sweet Velocity and is worried about 50 bucks in tie-downs. Goes to show the mind works weirdly when 'cold-soaked'. Happy that he's still around to help us all think about stuff like this.

[@ricbarker4829]

I thought the same thing. $50 bucks is really chump change if you can afford to fly privately.

[@philk7385]

Biggest respect to John for sharing his painful experience. John, most likely you've saved some of us from repeating your mistake. Take care!

[@kathrynmurphytechnology]

Thank you for the courage to confess and so help one other pilot out there !!

[@czodzy]

I love this segment, watched all of them three or more times.

[@OmarEwert]

I’m so happy you’re alive!

[@craigmcallister2310]

Thank you John for sharing your story!

[@scofab]

Well done John, glad you're still among us. Regards,

[@nightwaves3203]

FSS's are the best thing out there where you can get a walk through along the route and even call a distant FSS that's on the path where he has actual eyes on the weather at his position. That's a valuable thing to learn to use.

[@huntsail3727]

Thanks for sharing your story. I difficult on to hear, glad you are here to tell the tale.

[@thebatonmaster]

Wow. Very emotional story for me. So glad he survived. Even being so cautious normally, it was still terrifyingly easy to fall into a deadly situation. I'm very happy he's still here for his daughter.

[@maweingart]

Courageous story. Thank you!

[@USAFraimius]

Great lessons learned, and kudos to John for being willing to talk about it.

[@futureshock7425]

These are incredibly produced videos and so informative to the community

[@TheCaioKyleBraga]

It's literally a miracle you survived. Thanks for sharing your story.

[@nonDescriptAviation]

John, thank you for sharing your story and glad that you're making a recovery. That being said: Hopefully I won't get blasted for this comment, but while watching this video I'm not sure I would have done anything differently (at least based off the information provided). I've always equated get-there-itis to something you can point to and say, "yep, that's where I messed up in a risk decision." However, in this case it didn't sound like having the MacBook/WX-Briefing would have shown anything. Every "link in the chain" that was stated was out of hindsight - even the post-analysis showed: * icing wasn't forecast before starting the second leg (ref video @13:22) * icing map didn't show anything significant (30 to 50% chance of /trace/ icing @14:35) * icing probability chart showed an "unknown chance" of supercooled droplets * the KSAF METAR was out only 30 min before the accident * Zulus were for a corner of AZ not enroute (based on the narration) I suppose the main thing I get is that when piloting in seriously cold conditions to be aware of mental degradation. Perhaps during cold weather ops perform checks like I would for hypoxia. Also dressing appropriately for cabin conditions (including hand warmers) and having a small kit to assist in S&R efforts (secured somewhere near the left seat). I surely don't want to end up on one of these reports but I can totally see how this could happen.

[@jerryjcn]

Wow this is definitely insightful, thanks John for sharing.

[@thomasharrison6018]

Glad you made it

[@user-qm5qw4pi4i]

Incredible you made it John! Thanks for sharing you experience with us, although I know it wasn't simple talking and remembering every detail of the crash. The aviation safety needs reports like this to become safer. Thanks for the video!

[@fdtank81]

Thanks for sharing

[@jmizzonini]

Incredible story. And fantastic storytelling with the edit and visuals

[@srogersrules]

Glad you lived to tell about it. We can all learn from this mishap. This could happen to any one of us. Don’t beat yourself up too much.

[@kushagramittal4275]

I hope everyone learns from this John. Our GA pilot community is small but tight. We all loose a part of us everyone time we loose a fellow pilot. God Bless

[@PhilAndersonOutside]

I'm not even a pilot (related to one though) and this is one of the best, most informative channels on KZbin.

[@uellue]

Thank you for sharing this story. I'm glad you can still tell it. I took away three things: First, bad circumstances and suboptimal decisions can happen to anyone, you and me. Things go OK until they don't, and they can turn suddenly. Second, one should be prepared to spend 24 h under the prevailing conditions when away from civilization since it can take a long time until help arrives. And third, a certain level of comfort is not luxury, but preserves mental and physical resources.

[@Hurts1983]

This was a hard to watch. Thank you for telling us this John. God bless you.

[@lyingcat9022]

This one is actually scary to me. I’m also a very meticulous pilot, conservative and meteorology enthusiast. So a lot of these pilot stories only reinforce my practices, but often it doesn’t scare me, only piss me off cuz I never put myself in those situations, my training, personal minima and checklists(I use every time without fail) just don’t allow for some of the unforgivably stupid situations some of the accident pilots find themselves in. But this story, while still avoidable with proper procedures is much more insidious. Sometimes Murphy will find the cracks in your professionalism no matter how small and he will punish you. This story is a great reminder to keep learning! Never assume you have reached Mastery. There is always ways to tighten up your procedures, training or equipment. Everyone has holes and we should all strive to fill them before Murphy does and puts us and or our loved ones in the forever box.

[@danielelliott3659]

Living through that is amazing.

[@MyBlueZed]

Glad you survived John. ❤️

[@MsMsmak]

Incredible story.

[@psjasker]

This episode is especially troubling. I think we all watch accident analyses and quietly blame the pilot, but seeing the diligence and soberness of this man brings it home that even the best of pilots can fall victim to the forces of nature

[@hhout9242]

Keep flying sir!

[@OutbackCatgirl]

it's honestly crazy - and haunting - how much things like cold can sap your mental faculties. You kinda expect it for hypoxia and co/co2 poisoning or heatstroke/dehydration, but for cold the impairment kicks in so much sooner and at a range of temperatures a lot higher than I would have expected, with the only universal tell being the knowledge you're feeling way too cold. The way it affects memory, such that even in recollections you can almost hear the signs of impairment in a voice, is chilling.

[@JustMe00257]

Lot of respect for Mr Berman. I can't imagine how much courage it took him to share his daunting experience. He was simply less lucky than many.

[@deani2431]

How to avoid? Don’t fly single engine in freezing/winter conditions, don’t fly at night, don’t fly IFR, and never commit to being somewhere at a particular time/day.

[@bbgun061]

An extra engine won't help you if the airplane isn't certified for flight in icing conditions.

[@daszieher]

​@@bbgun061right. The number of engines is irrelevant. It's the power to weight ratio (and oxygen) that can get you out of the ice. Personally, I think that a travelling machine, no matter how small, should have anti-ice and be pressurised. But, here I am, not even owning a battered Luscombe or C150/2😂

[@TheCrimsonBlade2]

Don’t fly. Can’t crash a plane from the ground. But that’s not who we are is it? We’re pilots

[@nathanrunkle2128]

Non- pilot,should I ask politicians to pass Fed. Law mandating plane mounted parachute sys.? ? ! !(F/ what we call all small planes” piper-cubs”)! ? ! ?

[@daszieher]

@@nathanrunkle2128 why should airframe parachutes be mandatory? They make sense, but aren't the best solution in every case

[@nelsonhoneyfarms7665]

Like my Daddy used to tell me, wear clothes in the plane that would be comfortable to wear on the ground at that same moment.

[@dtsh4451]

Looking back, the $80/night hanger fee and $80/night Motel 6 were great value🤷‍♂️😬

[@bastogne315]

Hookers are cheap there too.

[@TheWalterHWhite]

Rosecrans is a pretty neat airfield. Have flown out of there on C130s several times in the Army. I also spotted a MU shirt in the opening!

[@hectorherbert6585]

I find it extraordinary that most pilots know that they're not making the right & safe decisions..but make them anyway.

[@daszieher]

This guy was not "knowing" it. His thinking was impaired by cold.

[@bwfvc7770]

Cool story.

[@oscar_charlie]

I am surprised the investigation didn't look into the reasons for the ELT not activating. Based on his injuries, I would've expected it to activate.

[@brookswolfe3623]

Pusher aircraft (like Rutan's Vari-EZ and Long-EZ, and Nat Puffer's Cozy) are notoriously cold aircraft. Velocity offers an optional heating system involving placement of the engine's oil cooler up in the nose, then using that heat to warm up the cabin. I would consider that heat system a necessity for anyone flying outside of Florida. Some canard fliers recommend wearing electrically heated clothing, as used by motorcycle riders in winter. I found his obsession over weather charts strange. The weather either works for your flight, or it doesn't. I don't know what he could have learned in an hour and half that he didn't already learn in the first 5 minutes. Refreshing a screen for an hour and a half is indicative of either severe get-there-itis, or OCD on a disturbing scale.

[@intrepidfox37]

Your 2nd paragraph resonated with me. Constantly refreshing weather products, searching for a favorable WX FCST, searching for a “hole”, etc. are all clues that you shouldn’t go. There’s always a better day to fly!

[@Airdocfaa]

Midwest winter met can be very changeable, He was looking for stability over time as indicating further stability - statistically reasonable. NTSB CAROL has his rpt & more

[@stephenbritton9297]

Hypothermia can be very insidious, and sneaky - like hypoxia or CO poisoning.you don’t know you’re impaired, until it’s too late.

[@Mountain-Man-3000]

I'm happy that little girl got to keep her daddy.

[@nicholaskennedy4310]

I completely lost my balance for 3 months! That was 8 years ago, It slowly came back 98% Hang in there! And do your exercises.

[@zmanmd1641]

Being extremely cold is doubly dangerous, it messes with your mind and it affects your ability to do precise acts. It can distract when you need to focus and it can narrow your focus so you miss details. It also makes you feel drowsy as your blood flow restricts to your body core. This can intensify the hypoxia effects of altitude where the ability to recognize what is happening diminishes. Glad he survived and hope someone can learn from this to stop think and break the chain in these conditions.

[@OmarKnowCars]

While I don’t agree with your decision to press on. I highly appreciate your courage to speak to us all and share your experience to teach us a valuable lesson. I grew up in Iraq and have stared down gun barrels two times. Not to mention other incident. Im not a coward, but I have been called a coward behind my back by a friend for not pressing-on in bad weather. I believe it takes much more courage and discipline to make the right decision. I wish you many happy years to come. If you’re ever in Washington DC area, I want to invite you to a delicious meal. ❤

[@gringoloco8576]

Amazing how fast this happened. Super cooled water is a pilot nightmare.

[@MegaSunspark]

Glad he made it out of this alive. But it's always the same story again and again. I should've, could've, would've. He absolutely should've diverted to that airport he saw when ATC brought his attention to it. No one, family, friends, business associates, or government agencies would ever criticise you for making the correct & safe decision, especially as the Pilot-in-Command. You have the legal right and responsibility to do whatever it takes to fly safe.

[@8AD858D8]

Never ignore your inner voice, it's your guardian angel trying to protect you.

[@mariano_tiburon]

I recentrly heared a pilot mentioning the 3 strike rule...

[@greenmonkey7305]

I’ve had my instrument rating for the past year and a half but yet will never fly into IMC conditions. My instrument rating was only for a “just in case” scenario if it were to even occur.

[@wallywally8282]

Pilot error strikes again, yet it’s optional…..weird! I only ever fly IMC in full anti/de-ice planes!

[@Oetti]

That looks like Harrison Ford in the opening graphic at 00:23. God knows he’d benefit from subscribing to this channel…

[@inshallamiami]

For gods sake let it go.

[@MalachiWhite-tw7hl]

HeeHee!

[@neatstuff1988]

He was lucky. Look, if you're gonna fly In the midwest in winter you better expect the worst in the weather. Sure, there are two out of seven days that are fliable v, f, r, but that's it.

[@DMNSAV]

That 911 operator said something the pilot needed to hear: “I’m still here, okay?”

[@christopherconwell7271]

So when he pulled back initially, swiftly, and held the stick back for the remainder of his flight. Do you think in that moment he actually changed the overall shape of the wing? Because of the tremendous ammount of icing, Allowing him to have a low fpm sink rate rather than just stall spinning it into the ground?

[@crazymonkeyVII]

I'm no expert, but this seems more akin to an elevator stall (except in this plane, it was the canard). I doubt he would've spun either way. He could've dived straight into the mountains...

[@CanardBoulevard]

Canard aircraft don't stall/spin. In a canard aircraft, the canard has a higher loading than the main wing. This is to ensure the canard always stalls before the main wing. When this happens, the nose drops, the canard begins flying again, and that's the end of the stall event. If you hold it there, it will just bob the nose up and down about once per second. This is because stalling the main wing is generally seen as unrecoverable in a canard - so you ALWAYS want the canard to stall first. And that's exactly what I think happened here. The canard and main wing both iced up, and the canard stalled. However, I suspect due to the ice, it did not recover from the stall as soon as it would have normally had the canard not been contaminated. This threw the nose down and the airplane into a dive. Clearly it DID recover from the stall, as he was able to pull back on the stick to recover, so the canard was producing lift. But the fact that he had to pull back on the stick to keep it flying likely meant that canard was right on the edge of stall. The other possibility is that when he recovered from the dive, that he actually stalled the main wing. Canards with a stalled main wing descend flat (or slightly nose high), with zero indicated airspeed. They will impact the ground hard, but it can be survivable. This pilot was EXTREMELY lucky to have survived this.

[@LTVoyager]

@@CanardBoulevardYes, that is how canard’s are designed. However, I don’t think any of them are designed for flight into icing. Now, I would think the canard would ice up faster than the wing and maintain the “stall first” design intent, however, there isn’t a guarantee. It isn’t out of the realm of possibility that the main wing could stall sooner in icing that would the canard which would be a very, very bad situation. Thankfully, that didn’t happen here. Icing can do really weird things to airplanes.

[@ellenorbjornsdottir1166]

if you ever launch again (although I don't know if you'd be medically fit to), stay safe out there John.

[@noahmichael2213]

I'm not a pilot and never plan to be but if I ever were I'd be so afraid of icing that I wouldn't fly from October through May

[@libertine5606]

A pilot in command has to do more than just look at a forecast. If there are clouds and it's close to freezing there could be ice. If you are flying at night over unpopulated areas it's almost impossible to avoid clouds. If you are flying over mountains there can be uplifting pushing moist air into freezing levels and ice can accumulate in minutes. Usually the best place to be is back where there was no ice. Always have at least one out and always be a pessimist. I think this is where "personal minimums" fail. Once you say you are not going to do something, ever, but you do you are in extremely dangerous territory. I use the Gordon Graham Risk Model. High Risk/High Frequency, High Risk/Low Frequency, Low Risk/High Frequency, Low Risk/Low Frequency, and Discretionary Time. With the HR/LF with little discretionary time to make a decision being the most dangerous. When you don't train and practice for something that is high risk and then are put into that type of scenario you are in extreme danger. This person didn't like going into this type of scenario thus once he pushed on into it he was not prepared for it. The best preparation is to be done on the ground not trying to figure it out in the airplane. He never once said what the risk could be or what he would do if he encountered such things. Since he said he didn't like IFR or night flying he probably never trained for that scenario. If you are going to use planes for utility and cross country flight you have to expect you are going to get into these types of scenarios. And you better have preplanned what you are going to do. That includes telling any passengers that this isn't the airlines and that delays and overnight stays in hotels are very likely. As long as we are using planes for utility we must keep training for the worst case scenario. This is why I highly recommend Richard Collins IFR Flying by the season. So that we do scenario based decision making which is lacking in FAA and instructor training.

[@josephmistretta6211]

The canard on the velocity probably saved his life. It's designed to stall before the main Wing stalls. Preventing the main Wing from stalling.