EXPOSING the LIE about POWER ON Stalls (The Complete Guide to Power On Stalls) 

As a student pilot, you have the best videos out there. I’ve learned so much from you and truly appreciate the time and effort you put into each one. They way that you explain things is amazing. Thanks so much for all you do for the aviation community!

I generally agree with your mindset about aileron use. You might, however, caution students about the conclusions they draw from doing power-on stalls dual or solo. If they find themselves in a 172 with a full back seat, they may find the aircraft response to aileron inputs can be quite different at aft CG. Just as aft CG reduces pitch stability, it also reduces yaw stability. The adverse yaw from aileron inputs will result in bigger sideslip angles when the CG is aft. Whereas the airplane might tolerate aileron clumsiness when dual or solo, it may be far more spin prone at aft CG. Instilling the instinct to react with rudder might save the day when the unexpected power-on stall happens with a full back seat. There’s a reason you can’t intentionally spin 172s unless the CG is far enough forward to put the aircraft in the Utility category.

There's another point you missed - the down going aileron changes the mean chord line, which increases the effective angle of attack for that portion of the wing. So if you're right on the edge of a stall, trying to pick up a wing with aileron may cause a tip stall, even in co-ordinated flight.

I must have watched every one of your videos twice now and I swear by them!! I recommend you to everyone that will hear me speak. This was the last video I watched the night before my PPL checkride & I wanna say thank you for all your content man!! 🎉🎉 Keep it up & I can’t wait for an IFR playlist 😂

Your videos are amazing!! thanks for making great content! i love your channel.

Great info and great entertainment value. Thank you for these!

Awesome video!! Best training/refresher I have seen on RU-vid. When it comes to training new or even experienced high hour pilots in my opinion it’s the most forgotten message. Plan ahead plan head!! This video shows the importance of planning ahead. In this case it’s for your flight test. It’s great to practice these manoeuvres over and over to create not only muscle memory but good habits to. Way to many GA/ commercial part 135 accidents are happening now in days because of poor planning skills. I was taught as a young 16 year old pilot in 1986 by older pilots. ie my uncle who had 20000 hours in bush flying and my other uncle with 18000 hours as a water boomer pilot and my brother in law who was a commercial airline pilot with 20000 hours. All of them flew there whole careers without a bent airplane. They told me from day one to ALWAYS Expect the unexpected. Plan for it. So as in this we’ll done video by an excellent instructor who knows exactly how to explain the skills it take with a full understanding of aero dynamics about the Power on Stall. It’s all about planning ahead. I’m now a subscriber to this channel 👍🏻😊

13:49 Was not expecting that sound, I jumped out of my skin! I'm learning lots though and the need to balance on the longitudinal axis with ailerons when approaching a stall makes intuitive aerodynamic sense to me. I'm smiling now because I'm getting the knowledge, and when I recognize the good instincts it reminds me that I have the makings of a good pilot deep down. I'm starting to do more and more solo work towards PPL and surprised myself the other day with some immaculate ground reference maneuvers and nailing my altitude to the wall during steep turns, I got a good scan going and it never budged! Thanks for everything, these videos help in so many ways!

This is the best video and complete explanation of how and why we do power on stalls very well done, great job! This will be shown to all my students going forward. Training videos don’t often go far enough in their explanations, this does!

thank you, you really helped me for my flight training

Love these videos! Especially the light humor! Keep 'em comin!

Just practiced these today and your video is definitely helping me lock it into memory. Thanks.

Best thing I've seen yet! I'm going to use a ton of this for my ride and with my students. Thanks Josh!

crucial authority elements to bear in mind in critical VMCA flying conditions ! thanx. you probably save lives sharing this !

This helped me a lot. I started taking flying lessons a few years ago, but quit when I almost entered a spin when doing a power on stall. My instructor had to save it for me. He said it was okay and normal, but the damage had been done. I was freaked out. So I quit. The aviation bug has returned though, and Power on stalls I knew were going to be my biggest fear to get over. But this helped me so much, I cant wait to try it! Thank you so much!

I love your videos, instructions and the titles. Please don’t change

Dude! What a fine channel. Just subbed. Back in my flying days I would take a 152 or a 172 up to 3000’ agl & then (while giving up no more than 100’ ) I would slow to rotation speed and get the horn blaring. Then I would very slowly do a 360 to the left and upon completing my turn I would roll out to my original heading. Rules: Stall horn blaring & no more than 100’ deviation. Rinse (your skivies) & repeat…….to the RIGHT! It was an awesome technique to use just prior to spin recovery training.

I'm concerned that folks may misinterpret some of the points you make in this video. You certainly can and should use coordinated aileron and rudder inputs as you set up for stalls, including power-on stalls. Problems can arise, however, if you use ailerons at and beyond the stall--for example, when a wing drops. Using aileron to try to pick up a wing is the wrong response at that point. It's also important to emphasize that the *first* action when recovering from high-AoA events, including a stalls, is pushing--or relaxing back pressure--to reduce AoA. Adding (max) power comes later in the recovery sequence. Adding power before reducing AoA can increase pro-spin tendencies in certain aircraft and situations. As the "Airplane Flying Handbook" notes, "...[T]he pilot should remember the most important action to an impending stall or a full stall is to reduce the AOA. There have been numerous situations where pilots did not first reduce AOA, and instead prioritized power and maintaining altitude, which resulted in a loss of control" (p. 5-15). In fact, in some aircraft approved for intentional spins , the AFM/POH recommends adding power and applying aileron to encourage a clean entry into a spin. For example, many years ago, Cessna published a pamphlet, "Spin Characteristics of Cessna Models [150-177 series]" (D5014-2-13). That document notes that for several C172 models, "Entries at all utility loadings will be difficult to obtain unless some power and a slight amount of aileron toward the desired spin direction are applied." It's true that designers use various techniques to help keep the ailerons effective at high AoA, but that doesn't mean you should use ailerons at or after the stall, when the force driving what looks like a roll is really yaw; and we manage yaw with the rudder. That's the message that good CFIs have been emphasizing--not that you shouldn't use coordinated ailerons and rudder to maintain heading as you *begin* the maneuver.

Thanks Josh.. checkride coming up and had a real problem with turning stalls last week. I was trying to roll out before breaking the stall as it turns out. Appreciate what you do!

amazing video for student pilots learning. thanks!

I enjoyed this video!I disagree on a couple of things, but overall pretty great! One thing to consider is that the ball may NOT be accurate at high angles of attack. Look outside to keep the aircraft straight (On a course without yaw). I do not look inside when doing power on stalls and stay within 5 degrees.

Thanks for the insight Josh, I will be starting my training for my PPL in the fall and am trying to absorb as much info as possible. Your videos have been a good supplement to the books I have been reading.

Thanks for this! It’s been a while but my CFI didn’t have me do the rotation speed, and also I at least thought I was simply relaxing the yoke on full stall, but suddenly (two times I did this) the nose was pointing to towards the ground, a steep angle. I didn’t feel as if I pushed the yoke, but was watching very closely how you handled the yoke, and see that, at least I think it isn’t to relax it completely? Not back to neutral? But a just less?

GREAT video. Love it. Any chance you would created a video on accelerated stalls?

Awesome vid. Thanks! By The Way when I started flying in 94’ I think I remember one of my teachers say that the year or two prior, the FAA required actual Spin Recovery skills. Is it still not a requirement? Thanks 👍👍👍

thanks bud I'm 66 and I've always wanted to fly so that's what I'm doing I have a kit plane comeing and am taking lessons from a guy who's been flying since he was 14 and has 5 years on me Love all the free info ......Living my dream

Two questions: In a power on stall isn’t the airflow from the prop making the wing root AOA vs relative wind lower meaning it it’s stall speed vs the wing tip would be a lot closer? Wouldn’t this also indicate ailerons could force a stalled wing more than a power off stall? In the full recovery the stall horn was still on for several seconds. I got hit on my stage check for the stall horn being on still like yours but I pitched down but tried not to pitch down too aggressively to prevent flying into an obstacle or losing too much altitude. I need to check my airplane as I could still be mushing down but do you think a more aggressive release of back pressure is warranted or snap down to level and let the speed build?

Just found this channel and love the videos! Easily the most comprehensive instructional videos I've seen, I appreciate how you dig into all sorts of misconceptions and anticipate and explain questions a watching student might have. Keep up the good work!

I never heard of the “big lie” when I was instructing but I was instructing in the 1980’s. I always taught power on stalls the way you demonstrated in your video. One method I used to emphasize using rudder and aileron is to do an approach to landing stall and instead of recovering allow the aircraft to recover on its own creating a “falling leave” condition. I would then demonstrate using only rudder to keep the wings level and then only using aileron. After the demonstration I told the student that if either rudder or aileron alone can keep the wings level it make more sense to use both. I would also enter a spin and show how aileron movement in the direction of the spin increases the rotation of the spin and aileron in the opposite direction slowed the rotation proving that the ailerons were still effective even in a stall.

Excellent video Josh. I appreciate you diving into this. I like many have been taught the same about the ailerons. Thank you for clearing this up and showing the data to back this up. You rock my friend. Keep up the excellent work. Safe skies 🇺🇸🛩️

At a high nose up attitude with power on the propeller flow is asymmetric, pushing the nose to the left, called P-factor, which requires right rudder deflection, long before stall , As long as the nose is moving, yawning to the left, application of right rudder will in the stall NOT result in a spin. Only applying LEFT rudder in a weak left yaw will enter a spin .

A reduced incidence at the wing tip to reduce tip stalling is called ‘Washout’. All of these procedures are known to RC flyers too (I’m not talking foam and plastic toys). I warped some washout into my seven foot tail dragger and all its straight line stalls were clean with or without flap. For interest many years ago I had a Bipe that refused to make a nice flat spin, it always dropped into a deep spiral UNTIL I learnt to induce the spin inverted, then it came down as pretty as a Sycamore seed….Recover was admittedly a bit pucker inducing…but remember flying RC you have no stall horn or buffeting, its all done by eye and experience at distance….

Im about to solo in a 172, my CFI told me to use ailerons to keep wings level and rudder to keep the nose pointed straight wheen building up to a stall. So far i haven't spun...

Great stuff Josh best tip yet for me..Can't wait to go out to put this to test. I REALLY enjoy your stuff since i just bought my first 172k it's been Great.

I’m a tactile learner. I don’t do well retaining information if I only read content. I’m at the xc solo stage of my PPL. So obviously I’ve done many power on/off stalls. This video is excellent because it made the concept much easier for me to grasp. I’m training in a DA40 and those suckers are hard to stall. But I’ve managed it. Thanks for the great video

I very much appreciate they way you relate key aerodynamic principals in a very clear, concise and practical manner. Your demonstration of the principles in a practical manner greatly enhances the overall learning experience. Your perspective is thought provoking, refreshing and a great reminder to all aviators to never stop learning regardless of their experience level.

Good vid...good info.

The primary reason is the landing on a soft field, where the FAA requirement is to execute a full stall power on landing, with the option to abort based on a condition not expected, like the ever present gopher holes in grass fields rarely used, Example landing in the glider field in Tehachipi, when the gliders are lined up waiting to be towed with the Piper Pawnee ,on the paved runway and your safe choice is to use the grass field, with a moderate crosswind, requiring a slip to land and to take off if necessary before yawing into the wind at some time, to make sure you are not drifting into the active runway where a Pawnee is concentrating on staying on centerline for the glider pilot in tow, airborne before the towplane.

appreciate the videos!!

Thank God that's the lie you were exposing! I've had many an argument in the comments section of other Aviation RU-vidrs. Great video, man - love it. FWIW, I teach turning stalls in both power-on and power-off conditions. And mostly in Cirrus. It's far less dangerous than people make it out to be.

Great video. Long. But pretty good.

I prefer to use a nice cloud in the horizon to line up on than a compass heading. VFR stall, keep your head up!

another legendary video from Josh

That's some investigative journalism right there

If you want to learn how the Ercoupe took care of left turning tendency and cross wind landings, reaf Wolfgang Langeweische's Stick and Rudder. Also it is "Rudder" not rudders. This Cessna has only one rudder.

This is excellent instruction. The old "Pick up the wing with the rudder" mantra is the biggest piece of misinformation out there. The primary concern during a stall should be the reduction of the AOA. I believe the "Don't use ailerons during a power-on" stall tecnique was an attempt to apply a spin recovery control proactively. There are two things proponents of this technique fail to realize. First is that attempting to maintain coordination with rudders alone is impossible. Secondly, applying rudder in a stall is how a spin is entered. With all that said, aircraft with elliptical wings and no wing twist like my CAP-10B have different stall characteristics. The buffet is barely noticeable and the stall occurs along the wingspan at the same time. Not over controlling the ailerons is more critical in these types. Excellent video.

Thanks for the video. - If there is an aggressive wing drop (+30 degrees) do you still go for max relax roll? Or would you go for: opposite rudder to pick up the wing-> relax/push to break the stall-> max power-> roll? I am a bit confused as we are usually told to level->relax->max->roll and if the attempt to pick up the wing with rudder fails go fore spin recovery and cut the power. - How do you keep the aircraft so level till last second and prevent a massive wing drop? Do you press both rudder pedals (at times one more than the other) to prevent rudder from moving?

PA. VII.C.S7 Acknowledge cues of the impending stall and then recover promptly after a full stall occurs. At 18:00 you state to recover at the first sign of an impending stall and allowing the stall to occur could result in disapproval. The ACS states otherwise.

Great detail 👌

Hey Josh, love the videos. I had a off topic question? What type of flying eye glasses do you wear and what type of lenses as well. I'm thinking on getting some and wanted to hear what you thought about them. Thank you.

I remember learning in my C150 and that thing was almost impossible to spin. Power on or Power off, the stalls seemed to gracefully round into level flight so easily. It was like a sailboat... God, I loved that little plane.

Thanks for another great video. I continue to learn from you. Thanks so much!

I really struggle with slow flight bro!! Can you please bring a video out on slow flight

Another excellent explanation on topic; thanks for sharing.

Can you drop the link to the document in the comments or put in your description so we can download and print?

This was the simplest explanation of what adverse yaw is that I’ve ever heard of

My mantra (fwiw): Neutral ailerons, step on the Ball, Break the stall, Fly the plane! Do that faster than you can say it and you're likely ok.

I recommend the finer points cfi for accurate instruction. This video complicates the topic.

I got through check ride and still have no idea why we did most of those maneuvers. I still don't know what a power on stall even is. I just knew how to do the maneuver. Same with slow flight. When I tried to ask my instructor she was basically unwilling to go any deeper. In my mind, the check points of the check ride and actually going flying are completely separate.

It may sound like a minor point but people will understand it better if you talk about like the Euro cup, it did not have the ailerons and the Rudders tied together. They were coupled. We had a system on the f11 that I worked on, where when you were in take off and land configuration, you had an adverse your system that was built within the electronics of the aircraft to apply sideload through the rudder actuator. One of the problems, however, with the early 737 model, was that it did have yaw coupling. Because of that when they were descending from a very cold altitude and we're coming closer to the ground and they started to maneuver the aircraft they were sending warm or heated hydraulic fluid through a frozen Rudder actuator. And it would heat different parts of it at different rates and cause it to lock into one position or the other as a hard over. There was a way to fix it, and that was by increasing the load on the direction it was hard over but that is not a natural reaction. You usually trying to correct the rudder position. And that didn't work on that failure point. There were five total crashes, I believe, that were caused by that Rudder actuator failure. At least by my knowledge and I was involved in notifying them of what I believed to be occurring and upon discussion I had come to the conclusion that by the time of the Pennsylvania crash, I had determined that it was the rudder actuator that was the root of the problem. It just took them a while to figure out what was the origin of the problem. So I do agree that I don't know why you wouldn't use ailerons because even if you were having a stall during takeoff you're going to put a little on in it as a mechanism because the aircraft is not going to want to go straight because it's got rotational forces being caused by the torque of the engine and propeller. You can't fail to use aileron. If you don't use ailerons you're bound to go into a spin.

A funny thing about the aerocoupe is on the instrument panel is a large turn coordinator right in the center 🤔.

I pretty much agree with everything presented. However, back in the day we had to demonstrate slow fight for as long as the examiner wanted. By slow flight I mean slow enough that the stall warning was continuously on, but not so slow that the airplane actually stalled. That was maybe a five knot window to operate in, maintaining altitude and heading while operating on the back-end of the power curve. With the Piper cherokees I trained in it was possible to creep very deep into the negative portion of the power curve, by which I mean the part where it takes a lot of power to keep going just a little bit slower. So lots of airflow over the wing roots, flying below the power off stall speed. That is the condition where I remember really being lectured about using the rudder and not trusting the ailerons.

Hi i subscrided i love your content to you have any courses on part 107

ohh luv the Contriversy power on stall the Big Lie and I'm not Wolf Blitzer in the situaion roomm lol and these lessons are always always good

Back in the 90's when I did my training my instructor carried a 5/16 dowel rod and would smack my knuckles if I touched the yoke during a stall ;-) He was an old Vietnam pilot who knew his stuff but was a bit strict... My check istructor actually made me land on a grass strip, a 2000' grass strip, in the mountains of western NC which I hadn't prepared for. We didn't die and he passed me so I guess I did ok ;-) Interesting theories!!!

The title was just a catch phrase used to get our attention. I immediately realized no one is lying when I began viewing the video. I personally enjoyed your detailed explanation. have become numb to catch phrases and take them with a grain of salt.

I finished the video after my last comment. I got through a check ride and this is the first time I think I've ever connected the idea that a power on stall is related to taking off. I wish I had you as an instructor. 99% of my training was my instructor obsessing over those check ride points without connecting them to any aspect of actually flying. I've done about 50 hrs since my check ride and a lot of that was going high and experimenting. Trying to teach myself through trial and error how to actually fly. It's been a few yrs since I flew. I stopped flying because I was scared. I could never get comfortable. Was always terrified I was going to exceed some limit bc all I had done was repeating these maneuvers. I flew a C150 which was apparently so easy to fly that these maneuvers almost fly themselves. I don't think I ever controlled heading at all during a power on stall. Just pitch up, the instructor would say "there's your first indication" (which I had no sense of). So during the check ride I just pulled up, waited a few seconds, said "there's my first indication" then pitched back down. I never felt any indication, I just blindly did the thing and passed. Almost everything I did was blindly following a process without really having any idea what I was doing or why I was doing it. When I eventually get a BFR, I hope to find an instructor that is personable that can teach me this stuff and help me integrate all this compartmentalized information into actual proficiency in daily flying.

Having never flown an aircraft with an abundance of power, I never truly experienced a major power on stall until I began to fly giant scale radio control aircraft. Yikes, the plane would snap faster than you could possibly react to it. It actually taught many things I never mastered flying 150s or 172s. I carried my training with me into remote control flying, but now aerodynamics make so much more sense. It makes for a good perspective. I’d fly what I used to but ain’t got the dinero to do so.

thx

Hey everybody, does anyone know whethere is a flight simulator software that accurately reproduces these stall and spin results? I had one that didn't- it allowed me to roll over and fly an ultralight inverted, for example.

Wing washout. Except when you effectively change the shape of the wing using aileron.

Funny, I learned to fly in 1977 and never heard this lie. I was taught to favor the rudder for control as the stall was approached, not because of any aileron bogeyman, but because of you are using the rudder to keep the wings level as the stall is imminent, you are more likely to keep using the rudder to keep the wings level as the nose drops and before the AOA is decreased enough and enough airspeed is available for the ailerons to become effective. This still makes sense to me and has worked well for nearly 50 years.

Joah, Most of the corrections you are preforming with the ailerons in your power stalls are due to the engine torque, not to the adverse jaw You see when the propeller turns in one direction at full power, the plane reacts to the opposite direction with all those horse power involved. Something new to consider Ha.

It's great information. However, you focused a lot on directional stability, which is required by the ACS, but (mostly) unimportant in a real-world situation, which is the biggest problem with primary flight instruction. Also, and this is important, after you pitch up, you DO NOT need to wait for the airspeed to bleed off in order to induce a stall. A stall is about back pressure, not airspeed. I did like what you said about reduced effectiveness of the ailerons at high angles of attack, and how the wing stalls from the root outwards. I wouldn't advise a student to do this, but with an instructor if you set up for a power-off stall and don't recover, but instead simply maintain directional control while trying to maintain altitude, you'll enter into a descending mush, but still have a bit of aileron control. A high-wing Cessna simply does not want to stall, and it's good to understand how the plane flies in various configurations, speeds, attitudes, etc. The way to induce a full stall in this configuration is to apply full power, sending that big blast if air into the upturned elevator and exceeding the critical angle of attack. REAL stalls are super scary, which is why when it comes to teaching stall recovery, all these details are dangerous. Push the yoke forward! The elevator got you into this mess and is the only thing that can get you out of it. Push the yoke forward. Then add power or whatever you have to do. Stay level, for sure, but your heading in an emergency situation--and all stalls are an emergency--is not important. One would argue, and I would agree, that staying over the runway improves the chances of a non-fatal landing if the stall results in the loss of all altitude, but if someone is focused on their heading in the early stages of a stall at very low altitude, their instructor let them down. To the students here, a stall is not a normal maneuver. It's an emergency situation you must learn to recognize and recover from safely. So practice them, a lot. But once you get your certificate, don't take your friends up to impress them with your minimum-loss-of-altitude stall recoveries. Also, at some point soon read Stick and Rudder and The Killing Zone.

Stalls are in my next flight lesson. I feel more confident that I won't spin the plane after watching this. Noting the comments about the aft-CG influencing spins.

Thanks a bunch for making this video. I was always using ailerons when doing stalls and not even realizing it, and I was doing them fine. Then I started hearing that I shouldn't be using them? Next time I am out doing maneuvers it felt impossible to do a power on stall without using ailerons, and simultaneously maintain heading. When only using rudder, the plane was coordinated but it wanted to turn without the ailerons.

Can you do a detailed video on ground reference maneuvers particularly s turns and around a point? I don’t think there are a lot of videos that go into enough detail. I used sporty’s and their videos got me off on the wrong foot I think. They were very focused on the bank angle in relation to ground speed and therefore I was entirely focused on that while attempting to do the maneuver and therefore really poor at executing. What I later realized is that I just needed to look outside, pick the next point I want to head towards in the maneuver, and use my intuition for bank angle needed to fly over that point. Once comfortable with that, add in glancing to ground speed and correcting bank angle to perfect.

First, let me qualify this, I'm not a CFI and just expressing some thoughts/opinions... It seems like many (most?) of us practice this maneuver for a checkride in a somewhat unrealistic way. During the climbing portion, we apply back pressure to climb. When departing in actual, more often than not, trim is set for the desired pitch/airspeed, if not perfectly, at least at least close. This seems a likely spot for problems/task saturation/distraction to creep in and if setup like this, relaxing the backpressure (as many of us are taught) won't be enough, we will actually need to push to break the stall and recover. I also think (over) trimming the climb and training to push at an impending stall in this situation would also reinforce the same need in the event of an engine failure on departure. Opinions?

Remember, the purpose of practicing this maneuver is how to get out of a stall, not how to get into one. I really like your video. MAX, RELAX, ROLL.

I'm a bit confused by this statement "Rudder affected by slow airspeed" - but isn't rudder your best friend to maintain center line durring landing? Rudder effectiveness increases with aircraft speed. Thus, at slow speed, large rudder input may be required to achieve the desired results.

Still waiting on the pre flight video man !!! Also can you please post more flight lesson videos more frequently like this !!! Please

After all, not all airplanes are designed the same, so have this in mind and do not rely on good aircraft design to prevent asymmetric stall or aileron reversal. P.S. Asymmetric stall is not necessary spin. FAA has a few pretty good free books on these subject covering the basics - very useful for student pilots.

How does the wing root stall characteristics differ for the Cherokee 140, pretty much the same? Mine seems pretty docile in stalls.

Claremore! Am in KCNU. If you ever make it up here let me know..

Nice Herc T-shirt 👍

By the way, the Cessna 172 has larger ailerons than flaps, there , with medium flaps there is no danger that the ailerons will stall with the small deflection needed. The situation with the newer, low wing cirrus, diamond , especially the Pilatus PC-12 is much different, the size of the ailerons is much smaller, which , with full flaps , power on or not, will stall, rolling to one side . This due the effect of the strong vortex at the end of the flap interfering, increasing the local angle of attack of the wing section at the outboard location next to the deflected flap. Remember, generally deflecting the large flaps alters the lift distribution, increasing the chord loading at the inboard aileron location . Resulting in a locally large increase of the AOA, past the critical angle ~ 16° Read : Fundamentals of Aerodynamics by John D. Anderson, the Book that most Schools depend on. The Pilatus PC-12 could not be ceriticated without a stick shaker and pusher, making full stall soft field landings impossible without either the stick pusher pushing the nose into the groung or if disconnected, cartwheeling around the wing tip , usually the left one. Try one out if you have the chance___ at altitude, over 3000 elevation clearance. A must for every serious flight instructor. (swiss CFIIG here)

This "lie" got started in the early days of aviation, when airplanes all had straight wings that were really straight, without any structural changes to make the inner part of the wing stall first, and power was always marginal. In such conditions, use of rudder only for lateral control in a departure stall made sense.

My private checkride was given by a guy with 50 years of examiner experience. My so-called power-on stall was at half power (his demand) and the ailerons were PROHIBITED. Keeping the nose straight up to and into the stall must be done using rudder only. Neutral stick. Otherwise you can easily dip a wing and possibly enter a stall-spin.

First comment, love your videos and the music is epic

As the airplane gets slower, the rudder becomes more and more vital. Slow flight "walking the rudder" practice....nudge the nose left and right while in level flight at MCA, trains the feet. I wish there were more taildragger opportunities out there. Flying them teaches rudder control in a big way. Basic aerobatic training is also a very good idea for aspiring pilots. It gets rid of the fear of spins.

I think a better title would have been, “why staying coordinated in a stall and slow flight is so critical” I was never told don’t use ailerons I was taught to stay coordinated. I 100% agree with your mantra of staying coordinated should keep you safe, but this is pretty specific to a clean configuration. I know you addressed flaps briefly but, Another real world scenario for power- on stalls is during a go around/missed approach, which you’re going to be in a landing configuration. With ground contact imminent. Application of flaps can have effects on the wash out stall characteristics of the wing, mainly you could actually develop a tip stall as opposed to a root stall first. Which is going to make use of ailerons sketchy. And during the application of power, even in something like a 172 you’re gonna get some left turning tendencies which people tend to try and correct with ailerons without enough rudder. This is also pretty specific to Cessnas or similar training type aircraft, which I totally understand is your target audience. However other types of aircraft can have radically different aerodynamic characteristics that make the stall fairly terrifying, anyone who has flown beavers or otters can attest to this. In my experience training inexperienced or new pilots is that they tend to use too much aileron with not enough rudder and get uncoordinated relatively easy. Especially if they have primarily been flying nice stable platforms like the 172. It’s cool to geek out on some physics and see an engaging conversation!

In my aerodrome we take off with 10° flaps because it's a very short field, but I never understood why they always said I should wait to 300 feet before raising the flaps, even if I've established my best rate of climb speed. Why could that be?

13:05, it's sort of like when you drive with a car's manual clutch part way in! not that you should do that. I used to do that to start up hills in 2nd gear lol

I agree, aileron is helpful in this maneuver. Just stay coordinated and reset if you get uncoordinated. Power on stalls were the most difficult maneuver for me in my PPL training. The safety that makes a great trainer also makes power on stalls, full break with full power, something you have to work for and where you can easily get uncoordinated. I definitely need to go practice these again and am now really going to pay attention to my aileron usage. My CFI didn’t discourage using aileron in stalls, but definitely emphasized rudder. For the students reading, I found it helpful to do partial power and work up to full power, full break with my CFI. My DPE did want a full break, but allowed reduced power during the check ride, which made it much easier in the Warrior. IMHO it is also realistic as it can simulate accidentally not putting in full throttle during take-off, or perhaps hot, high takeoff performance. Thanks for the continued great content! Very helpful you related it to the broom balancing on a finger, too! That kind of example of a complex subject is helpful and will keep people watching for sure!

Aerodynamicist, aircraft designer, and commercially licensed pilot here. Wings with low taper ratio naturally stall root first. They get a little help sometimes with stall strips and wingtip washout. This doesn't mean using ailerons near stall is a good idea. Think of these design features as buffers against stupid pilots. But stupid will find a way eventually. The downward aileron not only causes adverse yaw, but it also DECREASES the critical angle of attack on that section of wing. It is not too hard to find the right combination that aggravates the stall. There are RU-vid videos of pilots doing stalls and using ailerons during recovery and inadvertently spinning. I saw one the other day, which is probably why RU-vid recommended this video :-)

Turning, power on stall for commercial checkride, guaranteed. I am re-visting this after 30 years. YeeHaw!!

Another excellent presentation thanks lots!

Teach us how to do a power on stall in an F15, is it even possible? With a thrust to weight ratio of almost 2 to 1 , is it possible ?

I agree with you to a point. Your method is strictly teaching the power on stall? For passing the check ride? however, it’s not bringing into the effect of the consequences of the stall. If you enter a stall at a low level, and then the airplane enters a spin, ailrones are not gonna save you. Especially a departure stall, low level. It’s all Rutter work. When I’m teaching stalls, I immediately go into spin awareness. This is where falling leaves are an eye-opener. Each one wing drops you fix it with opposite Rutter. The student is taught how to fix the spin before it even thinks about it. I not saying that you’re wrong, I just really like to emphasize the possibility of a spins when we’re talking about stalls, especially when we’re talking about situations of low level.

Hi Josh, thanks for yet another interesting video and for encouraging us all to read between the lines. Rod Machado has two videos on "uncoordinated stalls" (part 1 and 2) and I am curious to hear your thoughts if you were to combine his advice with your observations. I do not think there is any real contradiction, but it seems to me to be a nuanced issue (as I understand also from reading the comments by@jimmydulin928). And perhaps the point also is that if you sense a roll (just as the airplane stalls) you should *lead* by rudder, not by aileron, but that coordination should be quickly returned just as one is coming out of the stall (to avoid a secondary stall, for example). Would you agree?