All this stuff is getting very confused. In a slow or hesitation roll you will need to push hard at certain points to maintain a desired radius but not to recover. If inverted and stalled or spinning then you must not push but PULL. In aerobatics the student must learn to sense the stall by the feel of their particular aeroplane and from the aerodynamic buffet: i.e. at the top of the loop when inverted the back pressure must be relaxed but it must not become a push which will cause a stall. Beggs and Mueller put a lot of effort and knowledge into recovery from an unintended spin upright and inverted: if in doubt (but only if in doubt) do nothing and let go but if spinning shove hard against the pedal that will move (anti-spin), the other pedal (pro-spin) will already be at its stop. But, we are not teaching aerobatics here when a stall or spin is always possible and even part of it. We must put the emphasis on why and how the pilot has got themselves into a pickle in the first place.
The first thing to emphasise is that the aeroplane cannot and will not stall itself. The most important element from UPRT that the student must take away with them, and hold firmly in the front of their mind, is that it is their fault and not that of the aeroplane if stalled. Auto pilots can cause mayhem and maybe to blame so in all cases turn it off. We are teaching a recognition of the stall in the climb (high nose) and recovery from a dive (low nose) resulting from the pilots failure to recover from this high nose condition correctly or not at all. High angles of bank: the folly of over pulling back during a steep turn is already covered fully in the PPL syllabus, including the resulting spiral dive and stall (although not sustained). This should be revised during UPRT. It is not necessary to go inverted to cover this sufficiently.
Without stall warning devices the approaching stall and the stall itself may not be obvious, the installed warning devices though can go unnoticed. The main danger of the stall is not the stall itself but that it may not be recognised. An emphasis on the signs of the approaching stall/stall must be taught and practised in various scenarios and then later should be repeated on each new type to be flown because an aircraft's characteristics can vary a lot.
Disorientating students will teach them little even if, in accordance to “Pavlov’s dog”, they appear afterwards to be competent.
Last edited by Fl1ingfrog; 12th Dec 2019 at 14:52.