VH-AFZ Accident Warnervale NSW
Join Date: Jan 2013
Location: Australia
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If you do the following you'll never go wrong:
RELAX backpressure (no need to stand it on the nose)
SMOOTHLY increase power (increases forward airspeed, reduces AOA)
slight wingdrop you can pretty much ignore
Moderate or greater wing drop, apply a firm amount of opposite rudder as you do the above two steps, but only to counteract yaw.
The rudder needs to be only applied until Stall disappears - a matter of seconds.
If the wing starts to come up, you have really gone too far, as it could cause it to spin the other way with the forced increase of AOA you have caused on the other wing.
Once the stall is over with (as I said in a matter of only seconds), you can very safely use aileron to level the wings.
In reality, on most wings with washout incorporated into the design, aileron can almost always be used throughout unless it is the most savage and deliberate stall entry with high power and a lot of flap out for example.
Still probably safer to recommend leaving the ailerons alone until unstalled though in my opinion.
I am happy for others to correct me on this, but have been teaching it for many years on many types with success.
RELAX backpressure (no need to stand it on the nose)
SMOOTHLY increase power (increases forward airspeed, reduces AOA)
slight wingdrop you can pretty much ignore
Moderate or greater wing drop, apply a firm amount of opposite rudder as you do the above two steps, but only to counteract yaw.
The rudder needs to be only applied until Stall disappears - a matter of seconds.
If the wing starts to come up, you have really gone too far, as it could cause it to spin the other way with the forced increase of AOA you have caused on the other wing.
Once the stall is over with (as I said in a matter of only seconds), you can very safely use aileron to level the wings.
In reality, on most wings with washout incorporated into the design, aileron can almost always be used throughout unless it is the most savage and deliberate stall entry with high power and a lot of flap out for example.
Still probably safer to recommend leaving the ailerons alone until unstalled though in my opinion.
I am happy for others to correct me on this, but have been teaching it for many years on many types with success.
Is this conversation based on practising stalls at altitude for fun or teaching people how to recover from a stall safely in the most dangerous and possibly most likely time, after take=-off or in the approach landing phase?
Stalls aren't taught to be "fun" are they? While that be a secondary result its not the reason.
Stalls aren't taught to be "fun" are they? While that be a secondary result its not the reason.
Join Date: Jun 2010
Location: TinselTown
Age: 45
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Is the engine handling issue being discussed applicable to opposed engines only?
I fly two different aircraft (vintage/military trainer) that have a flange on the throttle that richens the adjacent mixture lever when the throttle is moved back (in these aircraft, mixture lever back equals 'rich'). Obviously the designers wanted a richer mixture for descent.
Last edited by Lumps; 18th Jun 2015 at 11:54. Reason: chippie
