Picking up a stalled wing with full rudder no aileron.
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Ever driven a car too fast and skidded and think, I won't do that again.
Most pilots I check out are scarred of stalls never mind spins.
Yet thousands of them manage to survive their daily flights.
Most pilots I check out are scarred of stalls never mind spins.
Yet thousands of them manage to survive their daily flights.
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Yet thousands of them manage to survive their daily flights.
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Same as keeping aileron neutral approaching a stall.
First thing the average pilot does when the wing drops is apply aileron to roll wings level.
So if we teach stall recovery do some with aileron applied, because that's reality.
Only few occasions I got accidently at the stall and that was wing dropping to 70 odd degrees climbing out in really bad turbulence.
My gut instinct was opposite aileron and rudder and push to level..
First thing the average pilot does when the wing drops is apply aileron to roll wings level.
So if we teach stall recovery do some with aileron applied, because that's reality.
Only few occasions I got accidently at the stall and that was wing dropping to 70 odd degrees climbing out in really bad turbulence.
My gut instinct was opposite aileron and rudder and push to level..
For me at least half the point of teaching stalls/spins in basic pilot training is to become familiar with that it feels like so you can recognise a stalling wing-drop as distinct from a simple bit of turbulent air, so that you might pause befre simply whacking the stick/yoke over to pick it up.
And of the remaining half I'd say 45% was simply to give pilots confidence that the aeroplane can do something like a stall and nothing breaks. So [IMHO] only 5% of the reason is to equip non-aerobatic pilots to recover from stalls/spins.
PDR
Can anyone remember the last time they had to recover from an unintentional stall? I certainly can't.
John Farley has written quite a lot on stalling. One thing he suggests is practising flying straight and level and tickling the power gradually back towards the stall (at height of course) to get used to flying just above the stall speed.
The aim of the exercise is to get comfortable flying approaches at the correct speed and not +5-10 knots 'just in case'.
The aim of the exercise is to get comfortable flying approaches at the correct speed and not +5-10 knots 'just in case'.
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I thought this had been irradicated?
What I think may be confusing some people is the difference between maintaining wings level balanced flight versus a dropped wing.
Wing drop = stall and therefore standard stall recovery which should always start with the nose down pitch control (ignore aerobatics). What you do with the controls after the wing is unstalled doesn't matter within reason, including on the jets (however we never use rudder inflight under normal ops).
What I think may be confusing some people is the difference between maintaining wings level balanced flight versus a dropped wing.
Wing drop = stall and therefore standard stall recovery which should always start with the nose down pitch control (ignore aerobatics). What you do with the controls after the wing is unstalled doesn't matter within reason, including on the jets (however we never use rudder inflight under normal ops).
