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Margins of Safety: Avoiding Power-On Stalls 

Air Safety Institute
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Year after year, unintended stalls are among the leading causes of fatal aviation accidents. The "departure" or "power-on" stall is practiced during flight training, but in a controlled, coordinated scenario at a high altitude. Unexpected stalls during takeoffs or go-arounds are sudden, sharp, and frightening. At low altitude, even a brief loss of aircraft control may be unrecoverable. This video explains the differences in power-on stall training versus real-world scenarios, the aerodynamics of how stalls occur during takeoffs and go-arounds, and techniques pilots can use to prevent them.

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15 ноя 2015

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Комментарии : 148   
@zzodr
@zzodr 4 года назад
Not checking your seat is locked and having it slide back on takeoff while you are still holding the yoke is another good way of stalling.
@danielgoodson703
@danielgoodson703 4 года назад
Lost a friend 36 years ago to that very thing during a go around.
@feetgoaroundfullflapsC
@feetgoaroundfullflapsC 4 года назад
It happened to me at end of year 1970. C150. I had around 50 hours total only. 100 feet, slid back, I let go of wheel and it only jerked off a few degrees. Used the trim to bring nose down. Luckily i didnt have shoulder belts on. Not required until 1974. Later on Cessna recalled them to replace the seat skids.
@bataber89
@bataber89 4 года назад
5feetgoaround fullflapsC150 The Cessna shake helps prevent that.
@feetgoaroundfullflapsC
@feetgoaroundfullflapsC 4 года назад
@@bataber89 - Yeah, you needed to shake it until you hear the clicks or seat not moving any. But the problem was that the seat raillng holes due soft material could get like a canal coming out from the holes. I saw the canals after that flight and reported them. Better to check them every few hours..
@kelleraltidor4097
@kelleraltidor4097 2 года назад
That's why you don't grab the control, that's why you trim the plane, that's why you let the plane do its thing and fly itself after your input.
@ChaplainDaveSparks
@ChaplainDaveSparks 6 лет назад
"Thou shalt maintain thy airspeed, lest the ground rise up and smite thee."
@wagonmaster1974
@wagonmaster1974 5 лет назад
Running out of airspeed is not a death sentence, if you have enough altitude to nose over and regain it. Running out of altitude is not a death sentence, if you have the airspeed to pull up and regain it. Only when both airspeed and altitude are lost will the ground smite thee. When flying, returning to earth is inevitable. Control of the return to earth is determined by airspeed and altitude.
@kennyw871
@kennyw871 5 лет назад
Do you ever not express yourself in biblical terms? Never miss a chance to spread the good word, right chaplain?
@jamesmillson6881
@jamesmillson6881 5 лет назад
Thou shalt maintain thy airspeed that thy hours may be long inside the cockpit which thy money hath bought thee.
@philippelambert329
@philippelambert329 4 года назад
Thou shalt also remember that stall happens at constant angle of incidence, but variable airspeed...
@mikewilley5678
@mikewilley5678 4 года назад
It’s not about airspeed, it’s all about Angle of Attack😏
@broadpath
@broadpath 2 года назад
I fell out of the sky in a super cub. Right wing hit first, then the prop hit broke off and cartwheeled across the hills. Spun the plane around and slid until i hit a fence. No houses for miles. Covered with gas. I was not afraid during the fall. I was very clear headed and aware. I only got scared when i hadto dive out the window through pouring gas. I didn’t want to burn.
@daffidavit
@daffidavit 6 лет назад
Most pilots believe that most stallspin incidents occur from the turn from base to final. This is not so. Most stallspin incidents occur after take off when there are engine problems or loss of control right after take off. Source: AOPA Mag. late 2017 to 2018. (sorry I don't have the issue handy). But this makes sense. I've done simulations with students and Flight review applicants. When simulated at a safe altitude, it usually takes the unprepared pilot at least 5-7 seconds before the pilot does ANYTHING. I've seen the pilot let the airspeed degrade to close to stall before I had to say "get your nose down". If they don't react, I gotta do it for them. The point is, the flight review is an extremely important part of aviation. If we didn't have it, there would be a lot more accidents. I just read in last month's AOPA mag, (Jan 2018- Dec. 2017) that the NTSB has stated that we've had the best accident-free statistics in many years. Also, the NTSB recognized that flight hours had increased as well. Congratulations to GA. Let's keep up the good work. I have a feeling that the internet has played a relevant part in pilot safety. I believe the FAA's involvement as a "mentor" rather than as a "police officer" has made a very big difference. In any event, it's up to us pilots to watch aviation videos that are free on RU-vid and LEARN. We owe it to our family and passengers, as well as to ourselves and our aviation community. IMHO. DPA CFIA.
@feetgoaroundfullflapsC
@feetgoaroundfullflapsC 4 года назад
2018 "Accident free statistics"?? sounds like BS to me. Plenty of accidents in USA in 2018 and 2019 too. LOL..
@FluppiLP
@FluppiLP 4 года назад
​@@feetgoaroundfullflapsC not AN "accident free statistic" but "accident-free statistics". Process what you read and not what you want to read.
@feetgoaroundfullflapsC
@feetgoaroundfullflapsC 4 года назад
@@FluppiLP - See the latest video about Flight Chops channel. Fatal accidents are increasing in US GA in last 2 years. daffidavit is right about most of them happening on take off. I taught EFATO 4 kinds to all my students. No accidents.
@anthonydowling8316
@anthonydowling8316 4 года назад
Love the “Crap” comment at Stall at low altitude
@wildgurgs3614
@wildgurgs3614 4 года назад
I liked when the plane said "nope", turned around, and went off-screen
@midwestflying3461
@midwestflying3461 4 года назад
That’s an informative video. I just got my license recently and learned some bits and pieces from it. Always learn to always be safe...
@pappybo49
@pappybo49 4 года назад
Well done 👍. Straight forward and to the point. Thanks. Any pilot 👨🏼‍✈️ with any amount of experience needs to practice stalls routinely.
@tinman8972
@tinman8972 Год назад
An excellent video. The power-on and power-off stalls that we dumbly practice through flight training and reviews aren't preventing REAL stalls in real life situations on departures, go-arounds, or base-to-final turns. We have the tech to teach this, but it's to be found in simulated flight because real-time demonstrations of these scenarios are too dangerous. A flight simulator aerodynamic stall program should be developed and every pilot certificate should require passing it through judicious avoidance of getting "behind the power curve" in the first place, and then dealing with it as best as possible when it happens. Lives are needlessly being lost because of our insistence in thinking that sterile flight training in stalls at altitude will somehow condition real-life vigilance and correction.
@Mainzer781
@Mainzer781 8 лет назад
Bravo. THX for this instruction video.
@phapnui
@phapnui 7 лет назад
Years ago, I transitioned from rotary to fixed and soloed in about 2 or 3 hours in a Cessna 172. So much easier flying a fixed wing. Prior to soloing, my instructor had me land with full flaps on every landing. It was kind of windy starting out but before I turned cross wind and I heard the numbers increase a lot, gusting to 15 or 20 if I recall correctly. Everything was going good in short final but about 75 feet a wind gust hit me, pitched my nose up and it seemed for a second I was hovering, I barely had control in that stall...I immediately hit the throttle to gain airspeed and when I regained control I started bring up flap and called for a go around. My instructor was watching in the tower and advised me to land with with no flaps and "grease it in", increasing my airspeed about 10 knots over landing speed. That did it and my landing not too bad in spite of the variable winds. I taxied back to continue my solo another day.
@beninreppin213
@beninreppin213 5 лет назад
Crazy... I thought the rotary was easier. I flew fixed wing for years and soloed after my 2nd lesson in a rotary
@HobbitHomes263
@HobbitHomes263 4 года назад
I think the safe decision in this scenario is when you see that vehicle sitting there like that, assume they are going to pull onto the runway and start your go around procedure under YOUR terms.
@NuevoUsuario221
@NuevoUsuario221 5 лет назад
This video is pure gold!
@pimpmytafel
@pimpmytafel 8 лет назад
Excellent Video!
@Austinflank
@Austinflank 7 лет назад
Great video. Currently in 141 for private about to solo. I'll place more importance on making predetermined "decision points" on the runway. Definitely will practice go arounds more too. I usually land with quite a bit of nose up trim. Makes the touchdown very smooth. I'm not a big guy so it's sometimes a challenge to pull the stick back full right before touchdown. I'll get in the habit of keeping trim as a "boldfaced" item in memory.
@thecomedypilot5894
@thecomedypilot5894 11 месяцев назад
Did you survive?
@JaidenJimenez86
@JaidenJimenez86 2 года назад
My CFI demonstrated departure stalls in an unbalanced configuration. I was really shocked at how quickly the plane fell over.
@Oferb553
@Oferb553 Год назад
Definitely these tips makes lot of sense!
@garyggarner7738
@garyggarner7738 3 года назад
Excellent video!
@barryhall3971
@barryhall3971 3 месяца назад
While training back in the summer of 93 I had practiced many stalls at altitude in the practice area and they were all - as the video said - rather tranquil, no big deal. Then one day on takeoff my instructor gently pushed forward on the yoke and said "Watch your airspeed, if you stall here you die" Yikes, succinctly put I thought - and I never forgot that.
@julianaguilar7875
@julianaguilar7875 8 лет назад
Buen trabajo
@jimimeldhedegaardkristense6066
@jimimeldhedegaardkristense6066 4 года назад
Oh, that C152 can flip so hard... I've tried it on my checkride... The assessor asked me to do a 1500 rpm 15 degree flaps stall in 4000 feet.... Kept wings level, nose up and when it stalled it flipped (keeping the wings level, will make you enter "non coordinated" flight. I got very surprised, but recovered nicely.
@robertcampbell1280
@robertcampbell1280 4 года назад
I learned to fly in 1965. My first instructor had been an Army Air Corps Contract Instructor in WWII. He had me under the hood for a few minutes starting in my second lesson. He also taught me spin recovery before I soloed which was in just under six hours. He always emphasized the use of rudder as the primary control in stall recovery. Perhaps I was a pilot in a prior life. I'd always wanted to fly and it came naturally to me. Although I started out in Cherokee 140s, I also started taking lessons in the first Citabrias, which were just Champs with 105HP, a beefed up spar and squared off wing, rudder and stabilizer tips, when I had about ten hours. Shortly after I got my Commercial Certificate and 250 Hours I was flying night cargo out of SFO to BUR and LAX in Be-18s. I became a DC-3 F/O two years later and when I had around 2,000 hours I was upgraded to PIC on the DC-3. I flew the 3 in all kinds of weather for a few years until the company folded in 1978. I then started my own aerial photography business and bought a Helio Courier H-295. I sold the Helio in 2011 and then began renting airplanes to shoot aerials. I rented from different outfits, so I often took the check pilot/instructor with me while I shot the photos since in the poor economy I never knew when another job would come along. The drones were just becoming popular, and the operators were undercutting our prices. I was appalled at how bad some of the latest batch of instructors are. I was with one who decided to show me a short approach in a 172. He slowed the plane to 70kts. then he stepped on LEFT rudder as he banked LEFT. I yelled "Top rudder!" and pushed the stick forward as I tried to overcome the instructor's foot pressure on the left rudder pedal. After landing I had a talk with him. He told me that using "top rudder" was a good idea even though I explained to him that he could have flipped us into a spin. he didn't seem to understand how serious his misuse of the rudder could have been. What's really scary is the fact that he had just been hired by Atlas Air and would be a 747 F/O pretty soon. At Otis Spunkmeyer and at Transwest in the '70s, we had furloughed major airline drivers hire on as F/Os hoping to upgrade to Captain positions. In just about every case, they had no idea about how important the rudder was. Many couldn't feel what the plane was doing. They had no seat of the pants feel or awareness. The numbers were all they understood. When he checked out Sully at PSA, Stew said he could tell that Sully was a natural before they even left the ground. It's pretty easy to tell who's competent.
@windowsxseven
@windowsxseven 4 года назад
weird flex but ok
@Gualdemar
@Gualdemar 7 лет назад
Excellent!! A must read for every student AND pilots alike.
@vaniaviana4539
@vaniaviana4539 6 лет назад
1
@flybobbie1449
@flybobbie1449 6 лет назад
I get students to practise approach to full power stalls in a trimmed glide app. with flap. Probably worst case situation in a go-around. Also on take off note how quickly or number of seconds it takes for the airspeed to come off the stop. If it's sluggish...you might run out of runway. By the time you have said full power check, T&P's green, airspeed increasing, it should be.
@baseballhero777
@baseballhero777 8 лет назад
Great videos! I love the animator's humor. Keep em coming!
@kofManKan
@kofManKan 6 лет назад
Narrator dude
@cruisemissle87
@cruisemissle87 5 лет назад
`consider reducing weight` ^_^
@trent3872
@trent3872 2 года назад
I am not a pilot but love learning about it, I think if ever become a pilot i would be obsessed with stall or stall prevention, seems to be the biggest danger.
@lemonator8813
@lemonator8813 Год назад
Weather is by far the greatest threat to GA pilots.
@isbestlizard
@isbestlizard 2 года назад
For the asymettric aerofoil drawn the CL line will intercept with a positive CL at alpha=0 :D
@deani2431
@deani2431 Год назад
Always plan for a go around. If you land, then that's great.
@krampdrucker1753
@krampdrucker1753 8 лет назад
Read "Stick and Rudder". Great video.
@tomcos8911
@tomcos8911 8 лет назад
+Kramp Drucker stick and rudder stick and rudder never one without the udder. Read it in 79....aim old, great book. All should read ...
@davidwhite8633
@davidwhite8633 5 лет назад
Kramp Drucker Best book ever written on how to fly light aircraft in my opinion, and still at a cheap price. The last part by Leighton Collins in the book will repay with close study!
@RaysDad
@RaysDad 5 лет назад
Brand-new hardback copies of "Stick and Rudder" are currently available for under $18. A new edition has been released, and the low price is for the old edition. I sleep with my copy under my pillow.
@dickjohnson4268
@dickjohnson4268 4 года назад
How much altitude do you need t clear a 5 1/2 ' SUV? Jamming the throttle can cause an engine to stumble for a few seconds. All go arounds are the same in fixed wing; Power up, Pitch up, Clean up. The more 'stuff' your plane has, the greater the clean up.
@dickjohnson4268
@dickjohnson4268 3 года назад
@DaToNyOyO Nahhhhhh.... jus' leave tracks from the mains on the roof.
@rogerwilco2
@rogerwilco2 4 года назад
As most people are experienced car drivers, I think a common mistake is also the misunderstanding that more throttle means more lift. But it is the airspeed that generates the lift.
@anonymous-yg1hy
@anonymous-yg1hy 2 года назад
Yes and that's even more crucial in low horse power trainers. If you watch high performance aerobatic planes, they've got the power to allow the pilot to truly rely on throttle and thrust while often defying traditional limits associated with angle of attack that trainer pilots must operate within.
@cherfieldm
@cherfieldm 5 лет назад
Thanks, very informative video.
@cheetor5923
@cheetor5923 8 лет назад
I see (not bring a pilot) that commercial pilots calculate their V speeds for every takeoff, Know their V1 and Vr speeds, and stick to these like clockwork.... it seems this is very important to GA pilots as well
@hdm8291sah
@hdm8291sah 7 лет назад
cheetor5923 l
@thierryvt
@thierryvt 7 лет назад
the thing is that the V speeds don't really change in a GA aircraft with their limited power/useful load, if you were to calculate them they might differ a couple knots across the range. Not really worth the effort. The important figures are the distances.
@DOLRED
@DOLRED 5 лет назад
I disliked hearing "Trim for 80" (Or whatever the landing approach speed was) which one will hear from flight instructors during instruction. As such, I stay away from trimming on landing. The part I am guilty of is not often checking the trim to see it is at "Take off" (Neutralized) Position before landing. No point in fighting the yoke when you already have a bigger fight on your hands in such cases as pointed out in this video.
@JETZcorp
@JETZcorp Год назад
During my training I made a point to fly the whole traffic pattern without touching the trim. I found that if I was trimmed just right for a 65kts approach with flaps 30, that also gave me very close to Vy on climb, and very close to 80kts on downwind. Trim really sets angle of attack, speed just follows. If you're trimmed for a good safe angle of attack, the only thing that's going to stall the plane is you reefing back on the elevator.
@aboriani
@aboriani 3 года назад
70% of Vr before the half point of the runway Now that's a rule of thumb that I was looking for ages
@michaelmartin5453
@michaelmartin5453 3 года назад
It’s actually the FAA standard
@MrDlt123
@MrDlt123 4 года назад
Amazing and sad how many experienced pilot are still being killed in incidents that could have been easily avoided.
@padrelaw
@padrelaw 2 года назад
"crap!" at 7.34 reminds me of a shirt I saw: "My last words: well, that didn't work too well."
@neskyz4259
@neskyz4259 6 лет назад
Why would that pilot at 1:50 yank up on the controls like that?? He only needs to gain a positive rate of climb for about 3 seconds, level off and then gradually climb out...the truck isn't climbing. This is all about practice, practice, practice!!! Just like they say in the video. Great video and great information. We as pilots are in control of our own lives yet we still manage to figure out ways to kill ourselves by doing things like this.
@almafuertegmailcom
@almafuertegmailcom 6 лет назад
"the truck isn't climbing" With the way people drive in my area, I wouldn't count on that either.
@ColHogan-le5yk
@ColHogan-le5yk 4 года назад
It's dramatization, but new pilots may react that way because they might not realize how little they actually need to pull back.
@Dwightstjohn-fo8ki
@Dwightstjohn-fo8ki 4 года назад
some guys are just hard on equipment. I don't even fly and this made me cringe. unlike a Ford F350 on the ground, my guess is that if you have a tendency to cowboy jackjerk equipment like this in a cockpit eventually you're going to pay a price.
@2Phast4Rocket
@2Phast4Rocket 6 лет назад
This video reminds me of RC pilots pull up on their airplanes when they loss power and crash. Most glider pilot I know instinctively push the nose over to gain speed so they can have the energy to get away from dangerous situation.
@TheJDLonline
@TheJDLonline 6 лет назад
This is a great video and was very informative. However, how can we explain how a DC jet or Boeing 737 can do tricks like vertical climbs? If angle of attack is crucial for preventing stalls, doing a verical climb should and can be fatal, yet I see done at air shows time and time again. Can anyone shine light to this?
@flybobbie1449
@flybobbie1449 6 лет назад
Power vs weight, airliners don't go straight up, they would stall. EE Lightning, F16, F15 can go straight up and of course the Harrier.
@HiddenWindshield
@HiddenWindshield 6 лет назад
Commercial airliners like the 737 can't do a vertical climb. The only airplanes that can are military fighters or maybe some experimental planes. When not loaded down with passengers and baggage, they can do some impressive climbs, but nowhere near vertical. The angle of attack is the angle between the nose and the path of flight, not the angle to the horizon. If you're flying upwards in a 15 degree climb, but your nose is pointing upward at 20 degrees, then your angle of attack is only 5 degrees.
@coriscotupi
@coriscotupi 6 лет назад
Airliner "vertical climbs" are optical illusion stunts designed to give an exaggerated impression of performance. Airplane path is carefully positioned relative to the camera and/or audience so that you have the _impression_ of a near-vertical climb. In reality it is much closer to some 40-ish degrees, still very impressive, but a long ways away from vertical.
@flybobbie1449
@flybobbie1449 6 лет назад
Airliners can climb quickly though, an ex DC10 pilot told me an empty DC10 on minimum fuel they achieved an initial rate of climb of 10,000 feet per minute.
@coriscotupi
@coriscotupi 6 лет назад
+fly bobbie That is surely true, but still very far from anything near a vertical climb. For an initial rate of climb of 10,000 ft/min at say 180 kt (~=18,200 ft/min speed), the climb angle would be something around 28 degrees.
@turbofan450
@turbofan450 6 лет назад
Question: at 6:05 he basically implies turbocharged planes need not worry about leaning when departing a high altitude airport. My understanding is that while an unleaned turbocharged plane will produce more power than an unleaned normally aspirated plane, it will still be producing less power than it can. I'm correct right? Shouldn't the pilot still lean for best power?
@wiedehopf9068
@wiedehopf9068 5 лет назад
Most turbocharged aviation engines are actually turbonormalized. That means the turbo increases the pressure to sea level for induction by the engine. Increasing it further is problematic as the engine can't handle any more power. But it means that the "full rich" setting is basically always correct because the intake pressure does not change.
@kenoliver8913
@kenoliver8913 12 дней назад
@@wiedehopf9068 Well yes. Also most turbocharged engines built these days come with FADEC which looks after all that anyway. It is always bizarre to me how antiquated many GA piston engines are - EFI and FADEC are simply massively more reliable than heated carbies and manual mixture controls, as well as saving fuel.
@feetgoaroundfullflapsC
@feetgoaroundfullflapsC 4 года назад
Do a yank and bank to the right side, with not enough rudder. Stalls faster. it can spin too..
@maxbootstrap7397
@maxbootstrap7397 5 лет назад
Do pilots really pull up like that when they decide not to land (like when the truck pulled out on the runway)? Why? All the need is to clear the top of the truck, which is probably less than 2 meters (6 feet) high. My habit is to get off the runway ASAP (less drag and runway friction) ... but then gain lots of velocity before climbing. In fact, flying close to the ground is lots of fun ... as long as you know there are no electric wires anywhere near your path. Unless I'm already very close to terrain, my habit is to push the nose down gently (and stay rudder coordinated) whenever I bank more than a small amount. Why not? Nothing to lose. Whereas a spin? Definitely something to lose.
@scarybaldguy
@scarybaldguy 3 года назад
Why? Panic. I've got to the point where I can predict 10 seconds in advance when ATC is going to give me a go-around (pylot landing ahead of me bumbling down the runway at 5 knots, frex) and be on the throttle as soon as I hear the beginning of my n number. It just takes practice to overcome the instinctive reaction.
@beautifulmind4168
@beautifulmind4168 4 года назад
Is there a minimum altitude requirement for aircraft flying over residential areas and school yards? Anyone Please
@tpavell
@tpavell 4 года назад
91.119 Minimum safe altitudes; general Except when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes: (b) Over congested areas - Over any congested area of a city, town, or settlement, or over any open-air assembly of persons, an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft.
@NETBotic
@NETBotic 8 лет назад
I had no idea power on stalls were a leading cause of fatal accidents.
@stivi739
@stivi739 4 года назад
same..great vid though
@joblessalex
@joblessalex 7 лет назад
pretty HD
@ThePrimeMinisterOfTheBlock
@ThePrimeMinisterOfTheBlock 2 года назад
How do stall alarms "know" that a plane is about to enter a stall if they don't have access to the angle of attack?
@cricri7066
@cricri7066 Год назад
They make a noise at one particular angle of attack. So they do measure angle of attack but only at one particular angle.
@diganwhisky.uruguay
@diganwhisky.uruguay 5 лет назад
KEEP THIS IN MIND Go arounds are mandatory Landings are optional...
@tonychiesa1823
@tonychiesa1823 4 года назад
Landings are mandatory, Takeoffs are optional.
@pipercolt1963
@pipercolt1963 4 года назад
In some cases Landings are much more important then go arounds
@Doriesep6622
@Doriesep6622 2 года назад
I can't do this. There is too much to remember
@looneytunes47
@looneytunes47 Год назад
Its amazing to me that Pilots that have been flying for years n years still will panic and actually pull back the Yoke instead of pitching the nose downward..
@CFITOMAHAWK
@CFITOMAHAWK 8 лет назад
Low Go Arounds (with flaps) are not required in USA GA for decades now..
@feetgoaroundfullflapsC
@feetgoaroundfullflapsC 4 года назад
That is sooo Stupid from USA FAA. Thousands of USA GA airplanes lost on those crashes. It is like FAA wants more crashes an less small airplanes around. Or they mediocre pilots cutting regulations to fit them.
@johnpro2847
@johnpro2847 2 года назад
4:26 I use nose down trim on our LSA when landing. The plane has a tendency for the nose to go up (ground effect?) and wants to fly again ..I find much safer
@JETZcorp
@JETZcorp Год назад
I imagine that works much better for an LSA than for something like a 172 that I'm used to. I set the trim for stable approach and don't touch it at all in the flare. That configuration resists stalls, but with 2 guys in the front it takes El Nacho Grande force on the yoke to flare high enough. Almost have to put your back into it, and I'm not small. I try to put passengers in the back now because it makes the CG so much nicer. I can see how a smaller person could choose to add a dangerous amount of nose-up trim on flare in order to cancel out some of that gorilla factor.
@Littlebigbot
@Littlebigbot 5 лет назад
She has shiny shoes. That means she's an ace.
@Borel-nv5bq
@Borel-nv5bq 7 лет назад
I found the video of the go around comical. good video though
@emanueldavila85
@emanueldavila85 6 лет назад
Should have added left turn departure power on stall to the list.
@tommybrazie8456
@tommybrazie8456 7 лет назад
Any instructor that teaches you to land with full flaps each time hasn't read your POH. Get rid of them;
@MrFADavis
@MrFADavis 7 лет назад
I remember on my check ride I had to land with no flaps to demonstrate that in the event of an electrical failure (I was flying a 172) I could in fact land with no flaps.
@kevinmcgraw2960
@kevinmcgraw2960 7 лет назад
Only ever use as much flaps as are safe/necessary. 20 deg in 172 is enough for normal landings, 30-40 deg should be used if the approach is high or in a short field landing and winds are low/ predictable. If the area surrounding the field is safe, there is enough runway, and there is really any gusts why not do a no flap landing? rather use up runway then lose 10 knots on short final from unexpected gusts
@MarvinStroud3
@MarvinStroud3 5 лет назад
Back in 1953 I learned in a Cessna 120 with no flaps. We had to change to a 140 to teach me flaps. In the 120 we used slips instead of flaps.
@davidwhite8633
@davidwhite8633 5 лет назад
Jass&OtherStuff Quite agree . If there is 3-4000’ of asphalt or concrete , 75’ wide in front of you there’s no good safety reason to use flap at all for light a/c landings at lowish density altitudes . If fauna or inanimate rolling objects suddenly appear around flare time or after , Vx clean ( which is not usually in the POH ) is my preference for leaving a rapidly deteriorating situation .
@amanda4583
@amanda4583 4 года назад
@@davidwhite8633 I disagree. Your total energy is much higher with a higher approach speed. Unexpected events occur such as a flat tire, deer running across, FOD hit, etc and can happen after you are already on the runway with no chance of going around. You aren't going to push full power when your plane is rapidly turning to the left because of an unknown flat left tire. I would rather be touching down at 45 with full flaps vs 60 with no flaps (on the runway speeds). Slower speeds mean less tire wear, less brake wear, shorter distance to taxi back for takeoff, etc. If I use full flaps and only use 1/4 of that runway to be stopped and on the taxiway and you use no flaps and take up all the runway, who has a higher chance of encountering a bad situation when rolling out?
@jeffdo9195
@jeffdo9195 5 лет назад
Why do the guy doing a go around with a truck on the runway pull up? He should have had a power and keep the nose down and remain level until I started gaining some AirSpeed and start a slow climb then slowly start retracting a flaps why in the world would you pull up when he was safe at a level altitude
@paulmorrisdigital443
@paulmorrisdigital443 4 года назад
ATC: Car 2, call the tower
@Adrianlovesmusic
@Adrianlovesmusic 4 года назад
Paul Morris Digital I've heard that happen on ATC but it was an ambulance crossing the runway. I think they were doing an exercise.
@kingpin6989
@kingpin6989 5 лет назад
3:41 reminds me of Colgan 3407 - "I put the flaps up." ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-vMy8kZ2_TMs.html
@AllanFolm
@AllanFolm 4 года назад
Proper planning prevents piss poor performance.
@smartfreak7105
@smartfreak7105 Год назад
My plane entered a stall on takeoff so I pulled up this video and was able to correct it in time 👍
@smileyheckster7231
@smileyheckster7231 5 лет назад
SCRRRREEEEEEEEEEEEEEEEEEEEEEEEECHHHHH
@pratwurschtgulasch6662
@pratwurschtgulasch6662 3 года назад
5:50 don't leave your money behind
@zeepack
@zeepack 3 года назад
Who says it's her money? She's just a mule. 😀
@jasonMB999
@jasonMB999 2 года назад
Anytime you add power the nose WILL pitch up. It's simple logic to simultaneously push the stick. It's an instinct, a procedure, especially on go around. It's harrowing to think there's a solo pilot who still doesn't understand this concept.
@bastogne315
@bastogne315 4 года назад
Yeah I'm sticking to driving.
@Michael-4
@Michael-4 5 лет назад
Could have used just one pilot. No wait.. I see what you did there.
@XPoChangLinX
@XPoChangLinX 6 лет назад
4:42 lolz
@steve1978ger
@steve1978ger 5 лет назад
"nope"
@aaront9904
@aaront9904 7 лет назад
Crap!
@bastogne315
@bastogne315 4 года назад
Can you add machine guns to light aircraft in the US???
@ThePrimeMinisterOfTheBlock
@ThePrimeMinisterOfTheBlock 2 года назад
So dramatic! Pull back pull back!!
@gaittr
@gaittr 3 года назад
They say that VFR into IMC is the biggest reason for crashes. I don't believe it. I believe the biggest reason for crashes is that young so-called certified instructors just want to earn money and they will put people through that should never be pilots and make them Pilots.
@jeffdo9195
@jeffdo9195 5 лет назад
Darn text to speech
@Hot80s
@Hot80s 2 года назад
I need a gal with her own plane
@claywilson267
@claywilson267 4 года назад
How to avoid power on stall: have basic common sense.
@kelleraltidor4097
@kelleraltidor4097 2 года назад
Lol. The guy in the real life scenario depicted is either not supposed to be flying solo or jus simply the dumbest man alive for pulling like that. No one does this. But americans have bad habbits in aviation, so with them i wouldn't be surprised
@bryce7285
@bryce7285 Год назад
If you're flying such a steep approach that you have to pull out that hard to avoid landing then you have already fucked up. Keep your approach at 3-5 degrees and we'll above stall speed and you should never have this problem. The real issue is that people tend to come in far too slow to land when it is unnecessary. When go around happens they push full power and pull up and there isn't enough airspeed and power to manage the pull up. Always expect a go around and you won't die.
@midwestflying3461
@midwestflying3461 4 года назад
That’s an informative video. I just got my license recently and learned some bits and pieces from it. Always learn to always be safe...
@midwestflying3461
@midwestflying3461 4 года назад
That’s an informative video. I just got my license recently and learned some bits and pieces from it. Always learn to always be safe...
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