Practice stalls- when to recover?
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I'm confused (not unusual).
I thought the "correct" process was to keep the aircraft in balance (ball in the middle) and pick up a dropped wing with aileron. Works with "modern" aircraft - some of the very old types might be different. Won't "picking up a dropped wing" with rudder hasten the onset of a spin?
If it's stalled, unstalling first might be a good idea.
But, to return to the point: I've flown with US instructors who go almost berserk if I do a "fully developed" stall. They seemed to want me to recover at the first aerodynamic indication of an impending stall.
I thought the "correct" process was to keep the aircraft in balance (ball in the middle) and pick up a dropped wing with aileron. Works with "modern" aircraft - some of the very old types might be different. Won't "picking up a dropped wing" with rudder hasten the onset of a spin?
If it's stalled, unstalling first might be a good idea.
But, to return to the point: I've flown with US instructors who go almost berserk if I do a "fully developed" stall. They seemed to want me to recover at the first aerodynamic indication of an impending stall.
My training & experience is that it's wrong to try to 'pick up the wing' with rudder for a stall recovery.
The intent should be to stop yaw ie control the heading, not "raise the wing".
If HDG can't be controlled then a spin recovery technique is more appropriate.
As for being frightened by the process, then maybe the student was introduced to it too severely? My approach is to start with the most benign stall I can set up then, as my student's confidence increases, I progress to more 'interesting' varients.
The key is to progress at the student's comfort rate, not your own. If that takes more than one flight then that's OK. As instructors we all have some mental idea of what we think 'should' be a normal rate of progress. This fails to appreciate that every student is different.
The intent should be to stop yaw ie control the heading, not "raise the wing".
If HDG can't be controlled then a spin recovery technique is more appropriate.
As for being frightened by the process, then maybe the student was introduced to it too severely? My approach is to start with the most benign stall I can set up then, as my student's confidence increases, I progress to more 'interesting' varients.
The key is to progress at the student's comfort rate, not your own. If that takes more than one flight then that's OK. As instructors we all have some mental idea of what we think 'should' be a normal rate of progress. This fails to appreciate that every student is different.
Last edited by Tinstaafl; 1st May 2002 at 23:51.
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My own experience is:
I was taught at PPL training to recover from fully developed stalls entered 1. no power & clean, 2. some power & flap. Also recovery from incipient spin. Isn't this normal? I remember being fairly comfortable with this, being introduced progressively, although the first wing-drop was quite unnerving. I think I did this training at about 6-9 hours total time - definitely before first solo.
For US/Australian BFR renewal, stalls included the 'departure stall' (full power, no flap) and the 'landing configuration stall' (some power, full flap/gear and 30 degrees of bank). In all cases the instructor wanted to see recovery at first sign of stall: buffet or stall-warner.
For ir training, the unusual attitude recoveries included approach to the stall: clean, in landing configuration (as per BFR above) and accelerated stall. In all cases recover at first sign of the stall.
All the above seems sensible to me -- i.e experience full stalls, so you know what it feels like and you can recover if needed, but concentrate on recognising the approach to the stall and recovering before it happens.
I also did a little bit on recognising and recovering from a spin during imc training (carried out in vmc, of course), but I don't think this was part of the syllabus.
Should we go out and practice full stalls & recoveries as part of our own program of maintaining currency? I have never done so.
Regards
I was taught at PPL training to recover from fully developed stalls entered 1. no power & clean, 2. some power & flap. Also recovery from incipient spin. Isn't this normal? I remember being fairly comfortable with this, being introduced progressively, although the first wing-drop was quite unnerving. I think I did this training at about 6-9 hours total time - definitely before first solo.
For US/Australian BFR renewal, stalls included the 'departure stall' (full power, no flap) and the 'landing configuration stall' (some power, full flap/gear and 30 degrees of bank). In all cases the instructor wanted to see recovery at first sign of stall: buffet or stall-warner.
For ir training, the unusual attitude recoveries included approach to the stall: clean, in landing configuration (as per BFR above) and accelerated stall. In all cases recover at first sign of the stall.
All the above seems sensible to me -- i.e experience full stalls, so you know what it feels like and you can recover if needed, but concentrate on recognising the approach to the stall and recovering before it happens.
I also did a little bit on recognising and recovering from a spin during imc training (carried out in vmc, of course), but I don't think this was part of the syllabus.
Should we go out and practice full stalls & recoveries as part of our own program of maintaining currency? I have never done so.
Regards
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I personally feel that a student should atleast have one fully developed stall, this is so that if they do not recover quick enough while by them selves because of real distractions, they will not freak out, they will atleast know what it feels like, what it looks like, and what to do if a passenger grabs the control yoke because they are freaking out....In the US, you only have to do the real thing when you are on your CFI course, but i always say to students, just try one out, it might take that scary edge away and you never know you may like it......
Now to getting out of one, you first have to stop the spin,by pressing opposite rudder this stops the rotation but not the stall, if you try to use your Ailerons they will not work fast enough as you have air seperation above the wings you would probably hit the ground first before anything would happen, this is what causes the stall in the first place. Once you have stopped the spin you have to then break the stall...Until then you are still in the stall and can quite easily enter another one if you do not break the first stall...
Trying to stop a fully developed stall with use of ailerons can be very dangerous, you could tighten the spin and gain airspeed..Not good.. Think of the G forces on the plane and your VA speed......Thats why Normal and Utility aircraft are designed to stall first, so that you are not able to go over the VA speed with high G's and lose your wings....
Happy Flying
White Arc
Now to getting out of one, you first have to stop the spin,by pressing opposite rudder this stops the rotation but not the stall, if you try to use your Ailerons they will not work fast enough as you have air seperation above the wings you would probably hit the ground first before anything would happen, this is what causes the stall in the first place. Once you have stopped the spin you have to then break the stall...Until then you are still in the stall and can quite easily enter another one if you do not break the first stall...
Trying to stop a fully developed stall with use of ailerons can be very dangerous, you could tighten the spin and gain airspeed..Not good.. Think of the G forces on the plane and your VA speed......Thats why Normal and Utility aircraft are designed to stall first, so that you are not able to go over the VA speed with high G's and lose your wings....
Happy Flying
White Arc
Last edited by White_Arc; 2nd May 2002 at 06:51.
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To slightly re-phrase....If you try to use aileron to pick up a wing which is dropping, what you do is end up increasing that wings angle of attack to beyond the stall, and reducing the other wings AoA to below a stalled condition. This will lead to wing drop and possibly a spin. Even if you are not yet stalled, but close to stalling speed, vigorous use of the ailerons can put you into a spin by increasing one wings AoA to beyond the critical angle. I don't think you need worry about your wings falling off in a spin, for the reason that while in a PROPER spin, the wings are stalled and the aerodynamic loading is fairly small. In a spiral dive however, this could prove to be an inconvienience.
Last dual check I did the instructor made me stall the aircraft and hold it stalled for around 20 seconds, controlling it using the rudder. This was excellent training, as it makes you really appreciate what is going on and how to control the aircraft....
By the way Whirly, is stalling a FW really as scary as auto rotation in a helo???
Cheers
EA
Last dual check I did the instructor made me stall the aircraft and hold it stalled for around 20 seconds, controlling it using the rudder. This was excellent training, as it makes you really appreciate what is going on and how to control the aircraft....
By the way Whirly, is stalling a FW really as scary as auto rotation in a helo???
Cheers
EA
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I've waited a while before responding to this, to see what others - especially instructors - had to say, and I'm pleased that many people agree with my own thoughts.
I believe that insipient stalls and fully developed stalls are both equally important.
In the normal course of things, if you accidentally put your aircraft close to a stall, it's important to recognise this as early as possible, and recover promptly - hence the importance of the incipient recovery in training.
However, if the proverbial crap does hit the fan, as foxmoth says, you're quite likely to be distracted, and a fully developed stall is not inconceivable. You must be able to control and recover from this.
Knowing instinctively what to do is vital. As www said, try to raise a wing with aileron, and you're dead. (Keef - this is true of every aircraft in a fully developed stall. All modern aircraft are designed so that the outer part of the wing - where the aileron is located - will stall last, thus ensuring that you have a small amount of aileron control before the stall has developed fully, but I would question anyone who recommends that you deliberately take advantage of this safety feature.)
It's also important to actually do the recovery and see what control pressures are required. As "Who has control?" says, if you apply too much rudder, you could well start a spin in the opposite direction. The solution is to practice enough that you know how much rudder pressure is required.
An interesting thing which I learnt during my aerobatic training: if you apply full opposite rudder, and also apply full forward stick before the yaw has been brought under control, the plane is now set up perfectly for an inverted spin. When my instructor tried to get me to do this deliberately, I found it very hard - my instincts told me that it wasn't the right time to push the stick forward. This is a testament to how well the training works - but I can certainly imagine someone who has read the theory but not seen it in practice may panick when faced with a stall and wing-drop, and apply exactly this combination of controls.
And finally - a personal experience which demonstrates how theoretical knowledge is not enough. Fresh out of my 10-hour aerobatic course, I booked one hour of dual in a Pitts S2C. Shortly into the flight, the instructor suggested I try a loop. I hadn't quite got used to the super sensitivity of the controls, and used too much back-pressure. The plane stalled at the top of the loop. I immediately recognised what was happening as a stall. I also knew that I was inverted - hence it must be an inverted stall, so applied the correct controls to recover from an inverted stall - back stick. This, of course, is totally wrong - a stall is only inverted in negative G flight. A loop is a positive G move, so the stall was actually an upright stall, even though the aircraft was in an inverted attitude, and I should have applied forward stick to recover. Of course I knew this on a theorertical level - but applying it in practice, in an unfamiliar situation, is a completely different story. Fortunately, on that occassion, I had a very experienced aerobatic instructor sat in the front seat.
If there's a chance that your aircraft can get into a bad situation, you should know how to avoid that situation, and know how to recover if necessary.
John_tullamarine, I didn't realise that some aircraft don't have their stall investigated during test flying, I'll certainly be checking the POH on new aircraft in future! I love PPRuNe - it's a constant reminder that there's so much more to learn.
Fly safe,
FFF
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I believe that insipient stalls and fully developed stalls are both equally important.
In the normal course of things, if you accidentally put your aircraft close to a stall, it's important to recognise this as early as possible, and recover promptly - hence the importance of the incipient recovery in training.
However, if the proverbial crap does hit the fan, as foxmoth says, you're quite likely to be distracted, and a fully developed stall is not inconceivable. You must be able to control and recover from this.
Knowing instinctively what to do is vital. As www said, try to raise a wing with aileron, and you're dead. (Keef - this is true of every aircraft in a fully developed stall. All modern aircraft are designed so that the outer part of the wing - where the aileron is located - will stall last, thus ensuring that you have a small amount of aileron control before the stall has developed fully, but I would question anyone who recommends that you deliberately take advantage of this safety feature.)
It's also important to actually do the recovery and see what control pressures are required. As "Who has control?" says, if you apply too much rudder, you could well start a spin in the opposite direction. The solution is to practice enough that you know how much rudder pressure is required.
An interesting thing which I learnt during my aerobatic training: if you apply full opposite rudder, and also apply full forward stick before the yaw has been brought under control, the plane is now set up perfectly for an inverted spin. When my instructor tried to get me to do this deliberately, I found it very hard - my instincts told me that it wasn't the right time to push the stick forward. This is a testament to how well the training works - but I can certainly imagine someone who has read the theory but not seen it in practice may panick when faced with a stall and wing-drop, and apply exactly this combination of controls.
And finally - a personal experience which demonstrates how theoretical knowledge is not enough. Fresh out of my 10-hour aerobatic course, I booked one hour of dual in a Pitts S2C. Shortly into the flight, the instructor suggested I try a loop. I hadn't quite got used to the super sensitivity of the controls, and used too much back-pressure. The plane stalled at the top of the loop. I immediately recognised what was happening as a stall. I also knew that I was inverted - hence it must be an inverted stall, so applied the correct controls to recover from an inverted stall - back stick. This, of course, is totally wrong - a stall is only inverted in negative G flight. A loop is a positive G move, so the stall was actually an upright stall, even though the aircraft was in an inverted attitude, and I should have applied forward stick to recover. Of course I knew this on a theorertical level - but applying it in practice, in an unfamiliar situation, is a completely different story. Fortunately, on that occassion, I had a very experienced aerobatic instructor sat in the front seat.
If there's a chance that your aircraft can get into a bad situation, you should know how to avoid that situation, and know how to recover if necessary.
John_tullamarine, I didn't realise that some aircraft don't have their stall investigated during test flying, I'll certainly be checking the POH on new aircraft in future! I love PPRuNe - it's a constant reminder that there's so much more to learn.
Fly safe,
FFF
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Chuck:
No thats not scare mongering. Thats boiling down the essential facts to their simplest format.
There are people from a broad spectrum of experience here. Now you and I both know that there are lots of common types out there (C152, PA28 etc.) that will resist adverse yaw spin entry and which recover from a spin almost automatically.
But there are plenty of types that don't.
I have completed adverse yaw initiated spins entries in C152, C172, PA28, PA38, Bulldog, Vigilant and F22. I have sat in the back and watched it being taught on a SeneccaIII as well. These types alone showed how some aircraft only just do it if you try your hardest whilst some aircraft go incipient at the slightest twitch of the aileron.
I don't think the average Bloggs has much chance recovering from a fully developed spin if he has never ever seen one before.
Sometimes a little bit of scare mongering is good for a student. But only a little.
Cheers,
WWW
" If you stall and instinctively apply aeliron to correct wing drop you will spin. You have no training in spin recovery. You will die. "
There are people from a broad spectrum of experience here. Now you and I both know that there are lots of common types out there (C152, PA28 etc.) that will resist adverse yaw spin entry and which recover from a spin almost automatically.
But there are plenty of types that don't.
I have completed adverse yaw initiated spins entries in C152, C172, PA28, PA38, Bulldog, Vigilant and F22. I have sat in the back and watched it being taught on a SeneccaIII as well. These types alone showed how some aircraft only just do it if you try your hardest whilst some aircraft go incipient at the slightest twitch of the aileron.
I don't think the average Bloggs has much chance recovering from a fully developed spin if he has never ever seen one before.
Sometimes a little bit of scare mongering is good for a student. But only a little.
Cheers,
WWW
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Foxmoth - I take your point. Use the rudder gently to prevent to aircraft from yawing further towards the dropped wing, unstall it and roll level with ailerons. Right?
Sennadog - I know how you feel..
I was being checked out in a new aircraft a few weeks back and the low speed characteristic were demonstrated thus:- close the throttle, drop the flaps fully and pull the stick right back.
We ended up decending nose high, wings level, slats out and with the stall warner peeping. A Cessna would have dropped a wing and rolled over rapidly earthbound. In the other aircraft, the ailerons and elevators were still effective and it felt very comfortable, sitting upright.
Sennadog - I know how you feel..
I was being checked out in a new aircraft a few weeks back and the low speed characteristic were demonstrated thus:- close the throttle, drop the flaps fully and pull the stick right back.
We ended up decending nose high, wings level, slats out and with the stall warner peeping. A Cessna would have dropped a wing and rolled over rapidly earthbound. In the other aircraft, the ailerons and elevators were still effective and it felt very comfortable, sitting upright.
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I must mis-understand WWW.....surely you weren't practicing spins in the Seneca (or whoever you were observing?)..?
Cheers
EA
Cheers
EA
Correct me if I'm wrong, since it's 10 years since I wrote the certification reports, but I'm pretty sure that the Vigilant isn't cleared for deliberate spinning either?
G
G
You can teach incipient spin entry/recovery in a Vig and a Senecca though.
WWW
WWW
In fact the Grob109 is great for it as you have all that adverse yaw available - Bloggs gets the idea straight away.
WWW
WWW
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O.K. Everyone how do you recover from an aerodynamic full rudder lock?
Whirleys simple question seems to have brought out many different scenarios among the knowledgeable among us, sooooo lets see who knows how to get out of a full aerodynamic rudder lock.
P.S.
John _ T... you probably know, but lets see if the regulars here can explain how such a condition can occur and how you get out of it...
I just love puzzles, especially when pilots get playing around with them. Gives them something to do when they lose their crayons and colouring books.
I will leave all you to toss this one around for a few days and I am asking my good friend WWW to referee for me.
For christ sakes don't anyone go out there and try and get your airplane to do this, till you know how to recover from the condition.
...................
The hardest thing about flying is knowing when to say no.
Whirleys simple question seems to have brought out many different scenarios among the knowledgeable among us, sooooo lets see who knows how to get out of a full aerodynamic rudder lock.
P.S.
John _ T... you probably know, but lets see if the regulars here can explain how such a condition can occur and how you get out of it...
I just love puzzles, especially when pilots get playing around with them. Gives them something to do when they lose their crayons and colouring books.
I will leave all you to toss this one around for a few days and I am asking my good friend WWW to referee for me.
For christ sakes don't anyone go out there and try and get your airplane to do this, till you know how to recover from the condition.
...................
The hardest thing about flying is knowing when to say no.
Not so N, but still FG
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Doing aeros in a Pup 100 might be a recipe for getting scared! Nice for stalls and spins though. Fully developed stall just a noddy dog effect and worth doing if you're timid about stalling.
I would vote for teaching full stalls (and, indeed, spins) during training. This is, I suppose, ye age olde debate. I can see an argument that, for the purposes of tests or checkouts, it might be sufficient to demonstrate the ability to (a) notice and (b) recover from an approaching stall, especially in the landing configuration, but, against this, shouldn't someone proposing to fly solo be able to show that he/she can deal with an emergency which can happen to every aeroplane? Drivers ought perhaps to be taught how to get cars out of skids, but the consequences of skidding a car are less commonly fatal than the consequences of stalling and spinning an aeroplane. We are taught how to react when the the engine stops turning. Shouldn't we also be taught how to react when wing stops flying?
I would vote for teaching full stalls (and, indeed, spins) during training. This is, I suppose, ye age olde debate. I can see an argument that, for the purposes of tests or checkouts, it might be sufficient to demonstrate the ability to (a) notice and (b) recover from an approaching stall, especially in the landing configuration, but, against this, shouldn't someone proposing to fly solo be able to show that he/she can deal with an emergency which can happen to every aeroplane? Drivers ought perhaps to be taught how to get cars out of skids, but the consequences of skidding a car are less commonly fatal than the consequences of stalling and spinning an aeroplane. We are taught how to react when the the engine stops turning. Shouldn't we also be taught how to react when wing stops flying?
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My low hours tuppence worth.
Early on in my PPL, solo, I got into an inadvertant spiral dive. Instinctive reactions sorted it out, but if I'd used those same instinctive reactions in a spin, me and a Warrior would probably be at the bottom of a lake in Florida now.
Since I left my PA-28 days behind, I've done alot of spin recoveries - didn't like them at first, but you get used to it, and am very glad I've done even if I packed in aeros tomorrow.
I once heard an analogy for not teaching spins, roughly - "it's like not teaching your kids how to cross a big road, on the basis that you've told them they shouldn't play outside the block".
There's three ways it can go:
(a) You never have a spin.
(b) Your first spin is with an instructor.
(c) Your first spin is without an instructor.
Dunno about you, but (c) would scare the crap out of me.
Anyway, you're an R22 pilot, so this should be a walk in the park.
Early on in my PPL, solo, I got into an inadvertant spiral dive. Instinctive reactions sorted it out, but if I'd used those same instinctive reactions in a spin, me and a Warrior would probably be at the bottom of a lake in Florida now.
Since I left my PA-28 days behind, I've done alot of spin recoveries - didn't like them at first, but you get used to it, and am very glad I've done even if I packed in aeros tomorrow.
I once heard an analogy for not teaching spins, roughly - "it's like not teaching your kids how to cross a big road, on the basis that you've told them they shouldn't play outside the block".
There's three ways it can go:
(a) You never have a spin.
(b) Your first spin is with an instructor.
(c) Your first spin is without an instructor.
Dunno about you, but (c) would scare the crap out of me.
Anyway, you're an R22 pilot, so this should be a walk in the park.
Last edited by paulo; 2nd May 2002 at 18:01.
The Original Whirly
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paulo,
I know it sounds weird that I fly helicopters but I'm scared of f/w stalls. I've always felt more comfortable with helicopter flying. I think it has a lot to do with the standard of instruction I had for my PPL(A), because I wasn't scared when I started. In fact, I remember saying that stalls were fun. I think that annoyed my instructor, and maybe he deliberately set out to scare me; I wouldn't be surprised, from what I remember of him. But I'm damned if I can actually remember what happened, if anything did.
Englishal,
Autorotations are not really frightening if taught properly, any more than stalls are. But maybe a better rotary parallel is vortex ring (settling with power, for those across the pond). Without going into great detail, it feels like a f/w stall - you get buffeting and shaking, then the helicopter starts to fall out of the sky. You recover by pushing the cyclic forward to get some forward airspeed. My first instructor got me to recover at the first signs; the next one wanted us to be actually dropping out of the sky. By then I didn't scare easily, but I'm really not sure I saw the point of leaving it as long as he did.
When I have time I ought to find a good f/w instructor and practice some of this stuff properly. But the various opinions here are very interesting.
I know it sounds weird that I fly helicopters but I'm scared of f/w stalls. I've always felt more comfortable with helicopter flying. I think it has a lot to do with the standard of instruction I had for my PPL(A), because I wasn't scared when I started. In fact, I remember saying that stalls were fun. I think that annoyed my instructor, and maybe he deliberately set out to scare me; I wouldn't be surprised, from what I remember of him. But I'm damned if I can actually remember what happened, if anything did.
Englishal,
Autorotations are not really frightening if taught properly, any more than stalls are. But maybe a better rotary parallel is vortex ring (settling with power, for those across the pond). Without going into great detail, it feels like a f/w stall - you get buffeting and shaking, then the helicopter starts to fall out of the sky. You recover by pushing the cyclic forward to get some forward airspeed. My first instructor got me to recover at the first signs; the next one wanted us to be actually dropping out of the sky. By then I didn't scare easily, but I'm really not sure I saw the point of leaving it as long as he did.
When I have time I ought to find a good f/w instructor and practice some of this stuff properly. But the various opinions here are very interesting.
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Great thread
Some of the later posters have pointed out that recoveries from full stalls should be taught and practiced, because it is possible (say, finals, unfamiliar airfield, turbulent day, lots of traffic, uncomfortable passenger, a/c yet to clear the runaway etc.) to miss the signs of an incipient stall and find yourself all the way there with a wing dropping at 2 or 300'
Definitely agree - happened to me once showing off and generally being a prat in a Yak; glad I was able to hold the dropping wing, apply power, ease the nose down and land off the approach without too much drama but it taught me a lesson.
So if the type permits, teach 'em all the way, preferably with flaps, bank and full power. These things are a lot less frightening once you've been there with an instructor.
Some of the later posters have pointed out that recoveries from full stalls should be taught and practiced, because it is possible (say, finals, unfamiliar airfield, turbulent day, lots of traffic, uncomfortable passenger, a/c yet to clear the runaway etc.) to miss the signs of an incipient stall and find yourself all the way there with a wing dropping at 2 or 300'
Definitely agree - happened to me once showing off and generally being a prat in a Yak; glad I was able to hold the dropping wing, apply power, ease the nose down and land off the approach without too much drama but it taught me a lesson.
So if the type permits, teach 'em all the way, preferably with flaps, bank and full power. These things are a lot less frightening once you've been there with an instructor.
A 'rudder lock'?
I can only vaguely remember hearing the term. Damned if I can remember what it is!
It sounds like an aerodynamic effect caused by too much sideslip? Is it related to a fin stall?
I'll take a punt at an answer. I imagine that the solution would be to change IAS - probably a reduction - to reduce the magnitude of the aerodynamic forces, or to roll to induce a sideslip to change the airflow pattern.
I can only vaguely remember hearing the term. Damned if I can remember what it is!
It sounds like an aerodynamic effect caused by too much sideslip? Is it related to a fin stall?
I'll take a punt at an answer. I imagine that the solution would be to change IAS - probably a reduction - to reduce the magnitude of the aerodynamic forces, or to roll to induce a sideslip to change the airflow pattern.
First the student should be shown the warnings of an impending stall - speed low and decreasing, controls less effective, attitude becoming relatively nose high in level flight and then the onset of light buffet.
Then the student should be shown what happens if the warnings are ignored and a full stall develops - identified by increasing buffet, increasing rate of descent, possible wing drop and nose drop. But they should only see all the indications once as it must be made clear to them that henceforth they will recover either at the stall warning stage ('incipient') or the first identification of a fully developed stall.
The recovery is STANDARD:
FULL POWER and simultaneously move the control column centrally forward until an attitude is reached at which the identification ceases - then maintain that attitude.
Once the ac is unstalled, level the wings and recover from the descent - the rudder should only ever be used to keep the ball in the middle and NEVER to 'pick up a wing' or other such thing!
Only when the clean, fully developed stall and standard stall recovery with minimum loss of height has been mastered by the student should other areas of stalling be taught.
Then the student should be shown what happens if the warnings are ignored and a full stall develops - identified by increasing buffet, increasing rate of descent, possible wing drop and nose drop. But they should only see all the indications once as it must be made clear to them that henceforth they will recover either at the stall warning stage ('incipient') or the first identification of a fully developed stall.
The recovery is STANDARD:
FULL POWER and simultaneously move the control column centrally forward until an attitude is reached at which the identification ceases - then maintain that attitude.
Once the ac is unstalled, level the wings and recover from the descent - the rudder should only ever be used to keep the ball in the middle and NEVER to 'pick up a wing' or other such thing!
Only when the clean, fully developed stall and standard stall recovery with minimum loss of height has been mastered by the student should other areas of stalling be taught.