The instructor is very good. He explains the principles well and puts the scenarios in the context of real life situations. The student will surely master that POS recovery with his help. 😄
Going thru this right now. It's interesting how you can tell yourself 100 times to "Control the yaw with your feet", the moment it happens, your first reaction as an inexperienced pilot is to "recover with ailerons". You're so used to driving cars. Damn you cars... 😂. Great job Student and Instructor.
This comment is a bit late, but I needed to comment here. This is absolutely phenomenal instruction. I'm a low-ish time instructor, and this guy is what I strive to be. Encouraging, insightful, and extremely patient and calm. I applaud this man, and hope this student understands how lucky she is.
Holy crap my pants....I just did my first hour of flight yesterday and RU-vid in its algorithm glory, brought me to this. My only reassurance is that the instructor went up there with her to do this.
This instructor is REALLY good. My mother used to teach Gliding (Sail Plane flying) and she had the same temperament and style. Very calm with the students (as I was told many years later) helped them understand that the most important thing was to understand what the craft was doing and how to react to the situation calmly but quickly while assessing multiple conditions. If I ever took up power flying, I would want this guy to be my instructor. He explains, so well and is very non judging through the learning curve.
I really like this guy's teaching style but I can't say I agree that power idle is a good reflex to build for every power on stall. If you aren't in a spin, seems like you risk making matters worse by killing the power.
Great instruction. I’d like to see her eyes outside during the setup and entry to the maneuver a lot more than is evident from the video - she’s staring hard at those instruments a she’s slowing the plane. The real world distraction stuff is great.
This was honestly very helpful and amazing, I find everything coming natural to me except letting loose and telling my plane to stall. The single video showing exactly what I've hit and how to recover from it has been nothing short of instrumental in my path going forward as a pilot. Thank you so much for posting this video!
I am so happy to see such a amazing training.He is amazing and also Ican feel that he loves his job!!!He is not the only amazing person u also doing great job.U don’t give up to try one more and more to learn it very well even though u don’t like the feeling of the power on stall.Wish u the best luck for your training!!!
"I would never do that".... Well, wait until you're solo on a busy traffic with 8 other acft, radio coordination to perform, thermals to fight and all sort of other distractions...
Personally I would have trim the plane to hands off at 75kts then bring in full power the plane will then climb at the trim speed without any pressure of the yolk. Then pull back firm until it stalls, just drop the nose don't touch the power stop the wing drop with rudder. She it trying to pull back with more force that she would have in a normal TO that was trim for TO speed. I did like the turn around and and stall the plane.
Very good instructions, as a gliderpilot we fly near stall wery often. Mushing, stall and spinn are likely to happen if you get distracted. Setting the scenarios in contekst was wery clever and should be done more often by instructors 👍
I would never do this as she's doing it lol I love this video! "Let go of your brother as she's in the climb out hahaa love this video a lot! Stalls are my one last maneuver to really get watching this stalls made me feel better thank you!
Gosh I love these videos. You can see all the yawing going on in the lead up to the stall lol it’s much more obvious from the side. Can be harder to see in the plane at high AoA. Of course most low hour students don’t like the wing falling, so they try to bring it up with aileron which of course exacerbates it.
She was ice as cold when that wing dropped! In the stall “I got it!” And then the - “let’s do it again.” Also, the ‘mushy’ stall call outs on the video are fantastic. 5/6 stalls in my stall lesson didn’t break fiercely, but supposedly I ‘‘nailed my stall recoveries, and the 172 is ‘really hard to stall’. Maybe I’m being too critical, but I’d guess that the key to stall recoveries is to manage the process when you’re crapping your pants. Flaccid stalls aren’t frightening.
Very surprised that someone “post-solo” doesn’t know their numbers. Also not knowing how to control a power on stall while flying solo is a recipe for disaster.
I am a 7 hour student pilot and I the C-152 was up for it's 100 hour, so me and my CFI decided to Piper. The V speeds are all different, and now having to remember two sets of V-speeds, in addition to how the plane handles and some controls in different locations and roasting in a very hot plane. It was fun trying out the piper but my brain at this time can only deal with one set of V-speeds and plane controls.
Every instructor teaches stalls this way. To pull the yoke back quick enough to induce the stall break ... And that is NOT how stalls are entered in reality. They are entered slowly as the student was doing. What happens then, is one wing stalls just before the other one and the airplane feels like it has entered an uncommanded turn. All too often then, the pilot uses the ailerons to try to counter the uncommanded turn, which just causes the wing to stall worse. This is bad enough on an airplane with benign stall characteristics like the Cessnas. If this happens on an aircraft with a high performance wing (like some replica warbirds etc) the result will be a spin or an inverted dive into the ground. This happened to me on short final in an airplane with docile characteristics. I recovered using attitude and power and went around. It was only after I landed that I worked out what had happened. This happened on a windy, gusty day and I lost track of my airspeed. The gusts were 15kt above the wind speed and that is what caused my stall. I don't know why instructors keep teaching stalls this way. New pilots don't recognize a stall when it doesn't "snap" like it did when they were learning.
This looks so simple on a video, or demo, but I know the first time it would happen to me all that would come out of my mouth is "WE'RE ALL GONNA DIE!" So it is like getting distracted while driving a car. IF you focus on something to your right or left, the drivers tend to lose focus on the forward momentum of their car and they start to veer off. The instructor here is really professional.
It's frightening to think this a "post solo" student as I would have guessed this is her second or third lesson! While the instructor demonstrates great patience and tolerance, it's obvious she's 1) 10 miles behind the aircraft, 2) afraid of it and 3) not thoroughly familiar with its performance. Either she's washed out of maybe 60 hours later has finally grasped the concepts. Wow!
Not wishing to criticise anyone unnecessarily, but that was my first thought, too. She seemed very uncomfortable with the aircraft controls and behaviour for a post-solo student.
this is a very good video, although it can only partially convey how much more aggressive the departure (power-on) stalls are compared to benign approach (power-off) stalls. honestly, it is really humbling, especially when it catches you unexpected, e.g., while distracted, like in a true departure climb scenario
When they instruct as the student is flying the airplane… They can’t absorb. It’s like driving while being given directions… You won’t be able to find your way next time. The procedures and explanations should be discussed before hand or during a period while the instructor has the controls… Student pilots are perpetually task saturated when flying.
that's a good point. At this point in training, brain saturation can be overwhelming. Perhaps the instructor had demonstrated the manoeuvres first and briefed it thoroughly on the ground.
First half of the video was excellent, but it doesn't feel right about putting the power to idle on recovery from a departure stall, remember that the learner does not know about unusual attitude recoveries yet, so she should probably be trained on recovery from a departure stall first which entails putting power all the way forward (which it should be already) AND pitching below the straight and level line in respect to the horizon at the same time, stopping any turns, climbing away, and going back to the original altitude and heading. If the plane does end up in the insipient spin phase, then take the controls and teach her about stall awareness first, and then you can teach her about insipient spins, spin awareness, and spin recoveries. When you teach her about putting the power to idle because the nose is too down and as a result, it becomes an unusual attitude or worse yet, an insipient spin, it will confuse her later on or maybe she will get it, who knows? But the problem is, is that she needs to know the distinction between those two phases: (1) recovery from a departure stall still? , or (2) is the plane now in the insipient phase of spin or an unusual attitude? Why is this important? Well, learners are impatient and they have emotional reactions such as doing things too quickly because they don't like the present situation and they want to get out of it as soon as possible, especially during their solos, if, God forbids something happens like a departure stall on her solo, she may put the power to idle right away (emotional reaction, impatience) on recovery which is obviously dangerous because you need both power and pitch forward to recover from a departure stall. If THEN the plane enters an insipient spin or a nose down unusual attitude, then she can put the power to idle, but not any earlier than that. That distinction needs to be made to her and the learner needs to understand that so that way, even if they do make a mistake, they can correct it by applying the correct procedure 2 or 3 seconds later, hopefully. Anyways, I just wanted to point that out, your teaching styles is one of the best ones I've seen. Thanks for keeping the sky safe.
