Prw off stall help

[sandslob]

Hey.. as long as they can recoginze the stall, correct it, keep the plane happy, the f*ck it. It all works.

There are SO many different personal variations that cover so many different planes... so many variables... just keep blue skies up and all is OK. It's flying .. not rocket science.

 

[flyer172r]

Keep in mind that on a checkride the examiner may well have them go into slow flight, then go from slow flight to a power off stall to save time. That's what happened to me on my private checkride. I would definitely teach them both ways so that they're prepared either way for the ride and so that they know what it would look like if it happened in real life. Which would never happen because they'd stop it before it got that bad, right?

 

[white knuckle]

Vx,Vy

For instructors; Climb always at Vx initially? Do any instuctors have them go for Vy. If no obstacle. Also, I do flaps in increments (sp?) go from 30 to 20 instantally after throttle, carb ht., pitch for horrizon, then 20 degrees, once on the horizon go to ten, then verify positive rate raise the last 10 degrees. I've never taken anything without using 10 degree incr. because that CE-150 or CE-152 will settle. I'm open for opinions. That is why I posted. I'm looking for suggestions. Thanks.

 

[cforst513]

since i'm too lazy to read this whole thread, i'm sorry if this has been brought up already, BUT add a bit of realism to it by adding altitudes to the equation. i'll explain in a sec. on the checkrides, a lot of examiners will have them go from slow flight straight to a power off stall. teaching it this way is fine, but the power off stall practice is most useful to the student when you set it up like it's a landing. so once the student gets flaps down and slows to his/her approach speed, look at the altitude. mark it, and then have them descend to a specified lower altitude, then cut the power and pitch up. i have found that it helps make the stall situation a little more realistic. examiners just go from slow flight to stalls to save time. i mean, how often are you going to be pitching up 15+ degrees, full flaps, going like 30kts, on a landing? you're not. keep it simple. however, i read your procedures and they look almost the same as what i would do.

 

[midlifeflyer]

For instructors; Climb always at Vx initially? Do any instuctors have them go for Vy. If no obstacle. Also, I do flaps in increments (sp?) go from 30 to 20 instantally after throttle, carb ht., pitch for horrizon, then 20 degrees, once on the horizon go to ten, then verify positive rate raise the last 10 degrees. I've never taken anything without using 10 degree incr. because that CE-150 or CE-152 will settle. I'm open for opinions. That is why I posted. I'm looking for suggestions. Thanks.

Your comment about settling is the reason it's done incrementally.

I think a lot of the questions about the PTS stall and recovery are based on looking at it as though it's some abstract procedure that someone made up to test pilot applicants. It's not. A power off stall is a simulation of a stall that could take place on approach to landing. What about the recovery?

Well, if the power-off stall simulates a stall on approach to landing, then the recovery (hopefully except for the stall itself) is similar to a go-around (think going around when a deer darts out onto the runway as the stall warning goes off during the flare). So the procedure and even to a large degree the purpose, is the same: minimize loss of altitude initially and climb back up.

The go-around procedure for most airplanes recommends an initial flap reduction to a value that will enhance the ability to stop the descent and climb - so that's what we do in stall recovery also. Same for the rest of the procedure, including the rest of the flap retraction at target airspeeds. Those targets happen to usually coincide with Vx and Vy for the same avoidance of sink reasons.

And just like a go-around, it's not "pitch for Vx and =then= pitch for Vy." It's pitch for a =climb= and, as your airspeed passes through those airspeeds, you have the speeds you need continue your flap retractions.

Let's put this in the context of that 172 you mention: At the beginning of the recovery, after breaking the stall, you "cram it and climb it" (to use the go-around phrasing) - that means full power, climb attitude and a flap retraction to 20 so that it =can= climb. As you achieve a positive rate of climb and cross Vx, you continue to "clean it" by reducing flaps to 10 and, as you cross Vy, can finish cleaning up the airplane by retracting flaps to 0 and climbing normally.

 

[dogismycopilot]

Why teach the student a different procedure for stall entry/recovery when they need to know approach-to-land configuration/flare/go-around procedures? Building blocks help students learn more effectively and efficiently. Also (perhaps unrelated to this topic), doesn't a DPE/FAA examiner have a reasonable expectation to see maneuvers performed per the airplane flying handbook?