Power Off Stalls 

I hateeeee ittt 👏👏the most unpleasant sensation I ever experienced in my training

Watching it right before my progress check

Great video. I have trouble with this stall

Informative video, thank you for sharing

Thanks Profesor for your class.

Awesome instructional video

These videos are so helpful

There were some great visuals as well as a thorough explanation in this video.

I have those same shoes. I got them at Wal-Mart for $17 bucks!

I just started experimenting using Foreflight and Cloud Ahoy to display the altitude lost from straight and from turning stalls when at 2,000 or more AGL so that I can land closer to the edge (on calm days), and smoke my buddies with their Cubs. When looking at the altimeter alone, It seems I lose about 20-30’ in my Aerotrek A220 from the gentle break, until I lower the nose, add power and begin to climb, and about 40-60’ in my RV8 (when I’m going straight and ready to take action). If I hold the stick full-back in my Aerotrek, (like a panicked student might) it will lose 200’, then start flying on its own, then stall again a few hundred yards later, drop 200’ and repeat over and over. Like my RV8, the Aerotrek has zero tendency to drop a wing, so it takes deliberate inside full-rudder to initiate a spin. (I have never actually spun the Aerotrek as it is not rated for them). A buddy of mine has a radar or similar device in his Saratoga that calls out the distance above the runway when landing. I think combining this with a precise vertical profile that can be reviewed would greatly improve the aviation learning curve and safety.

thanks

No wing drop ?

entry- carb heat hot, throttle idle, bring back control wheel, until you hear the stall horn, once the stall horn is heard, full back. keep you focus on the rudders as one wing may drop. recovery- carb heat cold, let the nose drop little bit to gain airspeed, full power, and quickly nose to horizon and trim nose up, establish for cruise.

07:42 mild banks are not the main causes of turning stalls, steep turns are. Mild Maneuvering instruction is denying the main cause of power off stalls. The Steep Turn pilot errors by mild maneuvering instructed pilots. Practice Accelererated Stalls after mild t;urn stalls done well.

7:20 why is the mixture almost lean and not rich

when you push the power back to 1500PRM, to maintain altitude you must pull back on the yoke, how is it you gotta push forward when you add each flap?

4:41

I noticed that mixture was leaned. I have not seen that before. Could you explain why you were not using full rich mixture? Great video information

Hello, Do I understand it right that, Stall will happen when you have a large angle of attack at relative low speed? But if, with the Same Angle of Attack, the speed is much higher, then stall won't happen. Right? And the plane will climb up of course. Right? If right, What are those speeds and angle of attacks? If not right, Then how come that fighter jets and other acrobatic planes can climb strait vertically? I suppose this is because of their high speed, which provides enough lift, no matter in what direction they move. So why can't normal plans in a critical angle of attack give full throttle to gain more lift?

6:33 Unpleasant falling sensation.... tell me about it 🙄

I had an instructor tell me to keep off the rudder during stall as it can cause a spin but this goes against what other instructors told me

cool

5:05, 5:15 i can't understand why we should apply forward pressure on the yoke to maintain altitude. rather, should we apply back pressure in order to maintain altitude?

The straight ahead stall is much easier than the banked stall

As an examiner i want to see a candidate performing stalls with minimum recovery height of 3000 feet. When i do check outs, i tell pilots the same, i tell them you never know what an aircraft is going to do. If an aircraft as a lot of hanger rash, they can do some interesting things at the stall.

Great videos but your tuition fees.... ugh... I am supposed to be an international student but nvm

You're good but slow down a touch

Personally, I don't think that high altitude training in power-off or power-on stalls is effective because it's sterile and doesn't mimic the real-world situations in which deadly stalls happen- when the pilot's attention is focused upon other goals. If this approach was effective, deliberate stalls during training and flight reviews would have eliminated real-world stalls long ago. Perhaps virtual reality-type flight simulation with different contingencies (engine out, icing, high density altitude, pattern work, base-to-final turns, etc.) could provide more realistic stall avoidance education?

There is absolutely zero reason to have to use the heading indicator and attitude indicator to practice stalls. It's a shame these videos are 95% good and 5% bunk.

In a C172 I can recover with losing more than 100 ft.

It is better to simulate a glide, with trim well for a glide, then a turn, then stall and recover.. Scenario Simulation relates the maneuver to a common stall mistake situations instead of relating it to nothing and simulating NOTHING...