PRACTICE AERODYNAMIC STALLS LIKE THIS - power on stall anxiety explained solved fly stall exercises

[@nickfishburn5490]

Relatively new CFI here- just tried the exercise in the second part of your video with a student yesterday and it was extremely beneficial for his comfort level and rudder skills. Hell, made me a better pilot just by demonstrating it! Thank you for sharing this.

[@aviatortrucker6285]

Back in the day about 35 years ago, my instructor had me demonstrate a takeoff stall. This was at altitude, and we slowed down to 55 and applied full power, raising the nose and then turning slightly, about 15° to the left to simulate trying to clear terrain that would otherwise not be clearable without the turn. The nose would be really high, and then the stall warning would go off, followed by the break with a left wing dropping. The easiest and safest way he showed me was to keep the ailerons neutral, relax the back pressure and use high rudder sparingly to level the plane. High rudder meaning which ever wing was higher that was the pedal you stepped on. so, when the left wing dropped, it was applying right rudder but not to the stop. Just enough to roll the plane level. That was not scary at all.

[@maxrudder6091]

When my instructor noticed my apprehension about stalls, he said, "give me a power-off stall, and don't recover. Just hold the stick back and let the nose fall through." I followed his instructions. He pointed to the VSI and said, "Look. We're in a stall. Now, put in some left rudder." I did, and the nose fell off to the right. "Now stop it with right rudder. Good. Now make it go to the right and catch it with left rudder." I did. "You see? You have full control over the airplane, even in a stall. Now recover. That was called a 'falling leaf.'" I never felt nervous in a stall again.

[@JamesTyranski]

This was exactly what my instructor did with me as well about 21 years ago. My problem was I kept instinctively pushing too far forward instead of just releasing pressure. Made for very uncomfortable recoveries, until he showed me that. Never had a problem after.

[@shawnnance3670]

​​@JamesTyranski same, I felt like I had to break the stall with forward pressure. I'm the one that was overreacting. Full power, good rudder the plane recovered on its own pretty much.

[@melissaherres1227]

The falling leaf maneuver is also what made me overcome the apprehension of doing stalls!

[@michaelmcauley6572]

Center the ball!! 80 percent of issues solved on stalls,, great work Jason. Instructors need to do more of easing into stalls.

[@drcode4]

Thank you Jason. I always learn so much in a short time watching your videos. Definitely a better way to learn stalls than I was taught. Time for my BFR and going to bring this up with my CFI, Thanks again.

[@dougm2745]

I was very apprehensive about them. My instructor recommended aerobatics in the flight schools Decathlon. So much fun, apprehensiveness solved.

[@asfnash17]

When I was nervous with power on stall, my instructor did this with less power as well, so we did 1 at like 1800 rpm, 1 at 2200 and then at full. Made me feel more comfortable with less of a break for power on stalls.

[@chrisstevens3776]

Great timing, I am doing my PPL checkride prep. Today I flew and we did stall revision. At 60 hours of flight, it’s the only required skill for my PPL that still makes me super nervous.

[@jaeahn816]

As an AVL resident, thanks for mentioning my airport!!! We have many hills and mountains, but it is a complete privilege to watch the beautiful smokey mountain from the air!!

[@Bill3558]

0A7 is better.

[@jaeahn816]

@@Bill3558 I agree. Less traffic, no construction for expansion and most of all, more friendly place with lovely museum.

[@Yanosiik]

Hello, @TheFinerPoints Could you make a video on how to properly use the carburettor heat for small Cessnas (like 152,172 etc)? I think that every instructor teaches something different and actually only few knows when to pull it and when not to... I bet this would be top viewed video for a long time!

[@AeroSafe]

Awesome video as always, Jason! Probably one of the most important points you made: the way you recover from a stall is lowering the angle of attack, not adding power. I ask students "what is the definition of a stall?" Of course we know a stall = when the aircraft exceeds the critical angle of attack. If we reverse the definition, recovery from a stall = un-exceeding the critical angle of attack. No power necessary. We add the power to resume a normal flight profile upon recovery, whether that is a Vy climb, level off, or go-around. Your app looks awesome!!

[@ldmax]

This point becomes abundantly clear if you learn how to fly gliders. You practice stalls in gliders. No power to add. The only thing you can do is pitch down. Lower the angle of attack and stay coordinated.

[@AeroSafe]

@@ldmaxgreat point! gliders are on my list, which is not short!

[@kaushikccu]

Jason, thank you!! You, Sir, are an amazing teacher! I'm close to my check ride, and, as you mentioned, stalls are still not comfortable for me. This helped tremendously. Thank you again.

[@LakshmikanthKishorRabi]

@Jason, around the 4:50 mark, guess you meant to say a Vx climb (to clear terrain ahead).

[@Whiteyn11667]

Great content thank you

[@TheFinerPoints]

My pleasure! Thanks for watching 🙌🏻

[@anthonymiller9486]

This is very helpful. I had stall anxiety before and now that I’m a rusty pilot getting back into the left seat after 18 years of raising kids, I still have it. I think it got worse after getting into a spin once with my instructor during a BFR. This video helps demystify it and applies it to real scenarios. When practicing stall recovery, I often wondered how pilots ever stall because it seemed to take a lot of effort to get the plane to stall in the first place. I couldn’t imagine allowing that to happen turning final or during climb out , and yet we see it time and time again. Do you have any videos on slips va skids and how a skid can cause a stall?

[@Ifly1976]

Awesome video, thanks for the shout out. The I’m definitely going to adopt these techniques. Look forward to the next video.

[@gerryortiz7276]

Good video. I find that most CFI’s chase the stall but rather you should hold the attitude and let the stall come to you as you demonstrated as it’s more realistic and scenario based. I teach it right off slow flight in transition to stalls lesson.

[@JazmineInjection]

I love practicing stalls with my CFIs!! But also it’s super hard to stall my training plane (Piper Cherokee 140) when we’re training. And the stall isn’t super noticeable in it 😂

[@roadboat9216]

Good stuff. Thanks.

[@tardis4125]

Is the app only available on apple?

[@CaptainSultan]

Awesome Jason that the Carlos Santana intro is back!!!! And great teaching session again… I sometimes struggle with stalls and this is a great way to exercise

[@halepauhana153]

Good video. Here's something I've always wondered about: suppose you're in that slow flight scenario, trying to climb over a hill, and you realize you're not going to clear it. So you turn. But now you're turning at slow speed, surely you'll stall the plane AND spin it too, right? How come we don't get training to show what happens if you try that? Or how to avoid that safely?

[@eastendmafia]

Should you increase right rudder as the speed decreases? If not, will this cause a more violent break and left wing dip?

[@jcgonzalez-medina7106]

Is your app available for Android

[@lawrencebill8932]

Believe it or not, I demonstrate the aerodynamic (no power) stall recovery technique on discovery flights. We both recover at first stall warning and I make the point that stalls have nothing to do with the engine and the students are actually relaxed. When I teach power on stalls, I have the student raise the nose higher and fly at that attitude for a while first. Once she (or he) is comfortable flying at that pitch attitude, then we gradually start stall recoveries first at initial warning and then move gradually to full stalls.

[@Jmnp08]

Excellent!!!!!!!!

[@JonMulveyGuitar]

Practicing stalls in my Mooney is not pleasant. Because we hear how the Mooney may not recover from a spin. So watching my A of A, and airspeed on takeoff and base to final, and keeping coordinated is my focus. Thanks Jason!

[@skipwood2059]

Jon, your CFI should be able to demo how comfortable it is to slow flight at the break. You don't need to push forward to break the stall. You simply need to release the back pressure. With your AOA display in your Mooney, you can fly as long as you wish just before the break and get the feel of steering with rudders only. It is very comfortable except for the stall warning horn (which you can mute). Be sure that your CFI is trained on the use of AOA display. Many are not.

[@JonMulveyGuitar]

@@skipwood2059 Thanks Skip. That is what we do. I don’t have an AoA indicator in my J. But she will fly along at 70knots all day. (Stall horn yelling at me:) We just don’t push her to the break. Thanks for the response ✈️

[@alinajmaldin]

Amazing! Thanks for the video :)

[@tomdchi12]

As much as I hate "the drop" on rollercoasters and stalls, I'm not terribly anxious going into it. Interestingly, the old school power on "simulated takeoff" bothers me less than power off stalling. It's adequately pushing just after the break that I struggle with. Essentially, I'm still feeling the drop and my arms "get short" after an initial push to break the stall - I need to extend the recovery and misjudge what "back to level flight" is in terms of fore-aft yoke position. My CFI is doing a good job working with me on it, but I'd love to be fully comfortable and in control while in the middle of dropping and recovering. I'll try the slow flight/no power recovery exercise with my CFI to see if that boosts my comfort.

[@Ifly1976]

For me it was just understanding what was going to happen and what the proper response is. I had to do probably a dozen of them before I finally realized the plane really recovers on its own, I just need to relax and put in the proper controls. The 172 is so stable, it wants to recover on its own, just get out of the way and help it along.

[@MrFonzi84]

Love the content and the app. You refer to the Lindberg reference frequently but does the concept apply to other aircraft? Most of my training is coming via a Piper Cherokee

[@TheFinerPoints]

Thanks! Yes it applies to all aircraft although the actual reference may vary its wherever you can see the horizon forward through the side view

[@bartoszskowronski]

Why in singe engine airplanes (in multi engine too) don't use stopwatch for achieve V1 start at release breaks, to ensure expected airplane performance? In single engine V1 & time: would be set as Vr - 5kts or less if runway is short, then V1 would be point for safely reject takeoff. (example, someone become sick during takeoff) there were accidents because engine did not had proper performance. and pilot realized that too late for reject takeoff. And also in muli engine was accident because pilots set wrong takeoff power and runway ended before Vr. preflight calculations was ok. I assume calculation will be complex, but with smartphones and tablets, simple app with profile for your airplane would do everything. Just put current conditions like temperature, pressure, dewpoint, runway length&slope, weight&balance, runway surface, and program would calculate V1 Vr, time, distance for takeoff, accelerate stop, etc.

[@Chris-hq7nl]

The negative G comment is exactly my problem as well!

[@DanFrederiksen]

Why stick to 172s when a modern LSA might be 5x lower cost? and less archaic

[@Bill3558]

Agree. I fly a flight design CTLSi. 120 knots, 4.5 gph fuel burn, car gas. Full Dynon Skyview glass panel. Let’s retire the 172.

[@joeangiello9784]

Power on stalls are driving me insane. My issue is holding the heading right after the stall and it’s getting very frustrating!!

[@thefreshies]

Love your content. Just passed my checkride last week and your videos were very helpful. Thank you.

[@TheFinerPoints]

Congrats! Did you see our Ground School app? We just added an instrument course 😂

[@thefreshies]

Funny you should mention it 😂

[@charlesbrewer6552]

You said it all at about 45 secs in. The object of stall training is not to recover from the stall, it is to get you to recognise the signals the aircraft gives you that it is about to stall, so that you NEVER let it stall unless you want it to! It is to learn how to "muscle memory" recover from an incipient spin! It is not that hard, release all back pressure, apply top rudder, let the nose drop and when the wing is un-stalled roll level I am a retired 72 year old flight instructor in Australia, I still fly my own aircraft. There are WAY TOO MANY stall/spin accidents in America. You guys are doing something WRONG! It is impossible to stall a wing with zero angle of attack!

[@annn.3615]

✈️✈️🧡✈️✈️

[@outwiththem]

Dan Gryder say to never turn at all if any engine problem, even from 1k feet agl on a Cessna easy to turnback. To crash in front all times, NO TURNS. Really? LoL. I know 3 friends that turned back from as low as 300 agl with partial power and avoided crashing on houses and cars. he is FOS, the more maneuvers you know, the better pilot you are. Ignorance kills, practicing saves you.

[@mattbasford6299]

Stalls have never bothered me...power on or power off.

[@asfnash17]

Congrats? It’s something a lot of people struggle with though…

[@Alex-Isayev]

I disagree with 50% of the things in this video. But the biggest thing is use of proper acronyms. High deck angle? That’s not in PHAK, AFH, Far, Aim, or any of the ACSs.

[@TheFinerPoints]

What else?

[@skipwood2059]

Good video except for the chatter. Too much, too fast talking. Take a breath. You might present a video utilizing an AOA display with aural warning in the future. It is a game changer.

[@JustSayN2O]

Disagree. This is an instructional channel. The more explanation, the better.