Recreational Pilot Licence: Lesson #3 Video - Stall and Spiral Dive Recovery

[Romeo Juliet Whiskey]

In this 3rd lesson I fly out to the training area to learn about stalls and spiral dives. I learn to observe the symptoms and practice the recovery techniques of a wide variety of stalls: power off/on stalls, clean/dirty stalls, and stalls during a turn. Good Fun!

 

 

 

 

If you have any feedback or questions then please leave a comment. I hope you find this useful, Rich :)

 

About me (Romeo Juliet Whiskey)

 

I'm a student pilot learning to fly in my spare time. I originally received 30 hours of flying instruction 17 years ago and now I'm back in the cockpit and learning how to fly all over again.

 

Currently flying out of Wollongong (YWOL), Australia in light sport aircraft such as the Jabiru and Pipestrel alpha with Fly Illawarra:

 

Fly Illawarra: Fly Illawarra

 

Recreation Aviation Australia: Home - RAA

 

Jabiru aircraft: Home - Jabiru Aircraft & Engines Australia

 

Pipistrel alpha: http://www.pipistrel-usa.com/models/alpha-trainer.htm

 

 

[IBob]

Hi, RJW.

 

I'm intrigued by the (mostly) self straightening behaviour of this aircraft during stall in turn. I am a relative novice, but it is clear from comments here and elsewhere that many aircraft do something entirely different! I also read some comments from a designer to the effect that, in some cases where pilots report very benign stall characteristics, what is actually happening is that the aircraft is not actually reaching stall in the particular configuration it is being flown in, it's transitioning to a sort of mush instead.

 

A lot of training now (mine included) is done in such aircraft. And while the industry are to be congratulated on designing well-behaved aircraft, I wonder how well this prepares the student for less docile machines and conditions.

 

 

[Romeo Juliet Whiskey]

Hi IBob, I think the important lesson is to know the aircraft your flying. As you point out, different aircraft behave differently. So in the future if Im going to fly a new aircraft for the first time Im definitely going to want to check out its stall characteristics. I guess as aeroplane performance and maneuverability increase, the stall characteristics can become more abrupt. Check out this youtube clip of the Vans (i think) stall characteristics @ 2.40 mark:

 

 

 

 

Bit different hey? - although it was an uncordinated stall turn I doubt the Jab would stall like that. Maybe a more experience Jab flyer can comment here?

 

 

[IBob]

Yep, I was talking to a guy the other day about a similar turning stall in a Bantam to the Vans: the student turned it right over.

 

As you point out, the Vans vid was deliberately uncoordinated turns: feeding in rudder until she dropped the wing.

 

The Bantam, apparently, was practising holding a tight turn by keeping the lower wingtip aligned with an object on the ground. I don't know whether the nose yawed up, or he just didn't increase power sufficiently.

 

Then, of course, there's the infamous B52 at Fairchild...

 

 

[Piet Fil]

Good stuff RJW ... Keep them coming please.

 

 

[facthunter]

I recall a check flight I gave in a C-172. The intention was to do a full power on stall with wing drop. Naturally, there was no load but the front seat occupants.

 

Anyhow no wing dropped with FULL rearwards stick. If you are familiar with those Cessna's you will recall to get full stick the wheel has to be lifted at the most rearwards position.

 

Smoothly , full left rudder was applied at the same time keeping the wings level with aileron, which was limit. The plane just performed a very nose high slow climbing turn. How docile can a plane be, but it was right on the edge.

 

Cessna's can bite like ANY plane. All on board (4) a C-172 were killed near my place on a hot day some years ago. Difference in loading could account for that. A lot say MY plane just mushes when it stalls. I don't think a plane has ever been built that won't flick roll and that is close to what happens in an uncoordinated turn, usually onto final, that ends it for many people. Nev

 

 

[Romeo Juliet Whiskey]

Good stuff RJW ... Keep them coming please.

Thanks for your feedback mate. I plan to release a new video every week - weather depending of course :)

 

 

[Romeo Juliet Whiskey]

I recall a check flight I gave in a C-172. The intention was to do a full power on stall with wing drop. Naturally, there was no load but the front seat occupants.Anyhow no wing dropped with FULL rearwards stick. If you are familiar with those Cessna's you will recall to get full stick the wheel has to be lifted at the most rearwards position.

Smoothly , full left rudder was applied at the same time keeping the wings level with aileron, which was limit. The plane just performed a very nose high slow climbing turn. How docile can a plane be, but it was right on the edge.

 

Cessna's can bite like ANY plane. All on board (4) a C-172 were killed near my place on a hot day some years ago. Difference in loading could account for that. A lot say MY plane just mushes when it stalls. I don't think a plane has ever been built that won't flick roll and that is close to what happens in an uncoordinated turn, usually onto final, that ends it for many people. Nev

Yeah, I get the impression that the best stalls to practice are the ones where you are turning with power almost off and then kick in a bit of rudder - kind of mimicking what can happen with that turn onto final. I was doing that in my last lesson on turn to final, not stalling of course because i had good airspeed and low angle of attack, but due to turbulence i kicked in way more rudder that what was required because i felt the nose wasn't coming around. The instructor pointed out that i was skidding the plane around instead of turning.

 

 

[Keenaviator]

I'm pretty sure the Jabiru was behaving as expected in a turning stall. Looking forward to seeing the climbing turning stall videos.

 

Laurie