Turning Stalls can go BAD and become Accelerated Stall demos 

My flight school experience with instructors is pretty sour, most are instructor just for hours, but sir, you are the one who is making sky a safer place.

I hope not only students, but pilots realize the benefit of these excellent videos. I’ve been a pilot since the 80’s, but am still a “student”. Even this video, generated thinking I haven’t done in some time. I have enlisted instructors many times over the years, when I just wanted another point of view and wanted to re-visit training from years past. This one hit home, due to an unintentional, accelerated stall and partial spin I caused, not long after solo. Altitude and proper recovery saved me, but barely. It almost ended my flying career and taught me a lesson I carry to this day. I’ve shared the entire story many times to new students, hoping they may benefit. Thank you Jason, for sharing the valuable content on your channel. I learn from every single video and for that, I’m grateful. Safe skies ! 🇺🇸🛫

This is the best aviation channel right here. Thanks so much for this Jason!

My name is Chris Staniszewski from England with PPL for 35 years and 1800hrs under my belt, PPL, Night, IR(R) & TMG spent 20 years as a part time Gliding instructor teaching young Air Cadets on the Grob109. Recently obtained my CRI SE (class rated instructor) not a full blown FI but it allows me to complete check rides and currency checks sign offs for the CAA. During these strange times with COVID 19 and not flying since 18th March and now find myself in the ranks of rusty pilots. In a bid to remain sane I have been watching your Podcasts and picking up on the finer points as you put. I can say I have learnt things that I had forgot or didn’t know first place with nice and concise learning chunks, what an interesting channel you have keep up the good work. Kind Regards Chris

Thank You Jason for clarifying that point. I was using this as a helpful video on the accelerated stall for my commercial checkride next week!

hey, very educational. Nice to watch your films, I own my PPL, fly quite a lot and find it interesting to see your explanation. Keep it up

Watching your videos are so refreshing and motivating. It makes me want to become a CFI and get back into flying. Thank you for sharing them!

Short and to the point .. love these videos.

Great video and information! Thank you!

Great video, thanks for sharing and removing the mystery around accelerated stalls.

Excellent! This is a great demonstration.

Another Great lesson! Thanks, Jason!

These video are pure gold for any flight student such as myself, very well done :)

While working on my Private in 1975, I hated departure stalls, but I found doing accelerated stalls a blast. During my commercial check ride, I actually had a smile on my face when asked to demonstrate an accelerated stall.

Best demo is to align next (Close to) a big highway at around 2,500 agl. Choose a highway with a big wind crossing it from your right side. Like if you were on the downwind leg to land on that highway. Then ask the student to slow down to Vglide speed and trim for it well, like they are on a close to runway downwind leg with a crosswind towards the runway. Then do a 40 degree bank 180 to try to align the other direction. That is a no flaps 180 from before base leg. A 180 from before base with a tailwind on base leg. Be ready for a possible spin. Simulating a strong tailwind on base is easier to overshoot the highway (the simulated runway). Recover with hard rudder more than aileron. They will never forget that accelerated stall practice due it tries to spin. I used to teach them, even on Piper Tomahawks and Cherokees too. Dont do them on no spin allowed airplanes like Cirrus-unless you are good kicking those rudders to not spin it.

Great video. I definitely learned some finer points of flying!

As always Jason, you teach in such a way that is stays with you. I flew with an instructor early on and he was always yelling at me and jerking the airplane around. I quickly found I could learn nothing from him so I dumped him and found the best instructor around. So I can really appreciate how you instruct. Thanks for sharing these valuable lessons. Of course we know Miller's always do it right. LOL!

A wing over! Once it hits 90 degrees, let the nose fall, and at 0G the stall speed is zero, then roll out as the airspeed climbs. But past 60 degrees, and you guys were there, it's aerobatics and parachutes are needed.

Always great to learn! My CFI has me do a hard stall on my first day and it really is scary! It was right wing dipped and it was very very fast, he told me to use rudder opposite of dip wing, if u put opposite aileron u could spin etc. I really think this is a obviously serious skill needed and a major contributing factor in most crashes. I found your stalls mild but any training PARAMOUNT!

How you kept yourself from reaching over and peeling the plastic off the lightspeeds is beyond me. Excellent self control! ;) Great video!

A couple of weeks ago new CFI Christian said this... As a fairly new CFI, i thoroughly enjoy your tips!!! Thanks!!!. As a 35 yr pilot and a 17 year CFI, I would like to reiterate that same thought... I thoroughly enjoy your tips!!! Thanks!!!

As a fairly new CFI, i thoroughly enjoy your tips!!! Thanks!!!

Very good explanation and demos.

Good work student ...nice turning stall at the end.....good lesson Jason.

Great video, I’m currently studying for my checkride Dec 19th!

I wish I had an instructor like you when I was taking my lessons

Here for my CFI training, thank you!!

This is THE best one I ever saw for private training -- during my private training, my CFI was never able to tell me the difference. Each time I asked him a turning stall, he answered an accelerated stall. Thank you !!!

Nice video. I like your focus on managing overbanking tendencies. Also, thanks for your Lazy Eights video. Before watching your video, Lazy eights were my worst performance maneuver, however, the DPE on my commercial check ride said he never sees then done that well. Thank you.

Great presentation. Thanks

Your an amazing instructor!

Very good explained ! I like your videos, i subscribed ;)

I had to do these for my private in 1979. They were fun!!

THANK YOU!

Woah this channel should have loads more subscribers!

I have not physically flown and aircraft of any type in many years, but I do have over 21,000 hours and am typed rated in 5 jets, 52 aircraft and was a CFI CFII. So I do know how to fly and think your approach to accelerated stalls is very helpful to help students to understand that basics. If they continue on in flying, they will or should encounter what we used to call the FAA waltz which was/is a combination of instrument proficiency and understanding of wing loading...while I am not sure how this could work out in a single engine vs a swept wing jet, it is still (I would think) even on a fundamental level good over all training (most of it anyway). How it works is this way: you establish a speed (in jets 250 kt's), then pick two cardinal headings (0 degrees and 60 degrees for example) and you start into a 15 degree bank from 0 to the right and retard the throttles to 80% or less while continuing the turn to 60 degrees, and at 60 degrees turn back the other way to 0 degrees and go back and froth though the rest of the maneuver. With slats and flaps 15 and the throttles back the aircraft slows enough to stall buffet, then you increase the throttles to accelerate plus 10 kt's continuing the turn and not losing or gaining more than 100 feet...then introduce the next notch of flaps, retard the throttles again, and keep turning until you reach the 60 degree heading then turn back to 0 reducing power until you get the stall again, and again not losing or gaining more than 100 feet...keep doing that until full flaps and gear down all the time never letting the speed increase more than 10 Kts or losing or gaining more than 100 feet..Once you are done with that then you clean up the aircraft and reset to 250 Kt's and star a steep turn 45% to the left (or right)...as the turn increases you will need to add power to maintain 250 kt's about a quarter the way thru you should be pretty well set and all goes well until you start coming around to the 0 heading (wing loading decrease) you will need to reduce power...repeat by leveling up and then turning to the right...that is going to call for so action as you have too much power to maintain 250, so you need to retard the throttles when returning to 0 degrees to maintain the 250kts then once you start into the 45% right turn you will need to be replying power to hold the speed again without - 100 feet through the entire waltz...usually that is followed by an explosive decompression maneuver just to change the pace to some kind of an approach...lot of fun...well once you have done about 5 of these it is, before that not so much. The turning/wing loading and and scanning the instruments will keep you occupied that is for sure...

Keep these gold lessons coming. I never miss a video or podcast now. Though I'm hanging up my truck keys and getting back into the air so I'll have less podcast time (which is good I was coming to the end of the internet lol)

Great video. Learning so much about flying! Sounds like an accelerated stall is what caused the recent crash outside of San Diego

awesome video thank you so much

Excellent!

Is that red Cessna at the end of the intro the flight you did with JP doing lazy 8s? If so, I loved that episode.

Very good video ! Always keep in mind that when you coordinate your turn, the wing into the turn will go slower than the other. The aircraft will have a tendency to continue to bank naturally. Don't forget that depending on the direction of the turn, thrust reduction can increase the slip.

Amazing videos

I think a great PC program that can help you understand the basics of accelerated stalls and stall/spin situations is IL2 1946...it’s an older program which actually works out well because today’s PCs can generally handle it...but I just believe they really nailed flight characteristics in a basic way...obviously in a real aircraft get the proper training to learn about anything like this subject....but if you just want a basic understanding of the physics for a relatively low price you can’t go wrong

Thanks for the great video Jason. One question though. Are you ever going to bring back the cowboy hat like I saw in some of your earlier videos?

Watching this after the crash in El Cajon CA that took the lives of multiple medical professionals on board

would love to see stall/spin made from that infamous pilot killer, the overshoot on turn to final, where the pilot attempts to re-align with the runway centerline by adding rudder in a banked and nearly stalled attitude. The resulting quick spin is what kills more pilots than anything else.

Super instruction for me.

Thanks.

I fly Citabrias for work. Turning stalls, and especially accelerated stalls are always on my mind when in the pattern. I am very careful to keep the airplane flying.

Near the end:....with such a proud voice..."pull pull...and there's your stall!". Who would have thought one could get excited about a stall😊

Damn good video. 👍🏻

TY

Practice with a 20 knot TAILWIND while trying to align final from a short approach. 3,000 agl, Big highway below sim a runway, plan to a tailwind on base leg, sim been on downwind leg to turn left, 30 degree away from "numbers" , do power off, turn 30 bank first, then 45 degree bank whn overshoot and pull hard to try to align.. =accelerated stall. kick top rudder hard

This video is great, but honestly, the thing I learned the most is when he tells you exactly what he is doing as he is doing it. I know examiners like this, but I am guilty of not saying a word as I fly. I will work on that . . .

Early learner here. If doing an aggressive bank, and your pitch drops as mentioned in the ‘what not to do’ area, how do you correct the pitch w/o creating a strong accelerated stall by the heavier back pressure? Left rudder would correct the nose at least, but then the whole plane would be sliding towards gravity instead of just the nose, almost like a slip?

At 4:14 you mention not letting the nose dip below the horizon while doing the accelerated stalls. What inputs should he be doing to keep the nose above the horizon there like you want? Just more backpressure on the yoke?

How many flight training hours did Austin have at this point? I've just started and feel too scared to try this yet.

Great video/lesson! I was never taught turning stalls in my training but have lately seen them in maneuvers handbooks and tried to visualize them. Went up with a couple of different CFIs. I think the first one had me do an accelerated stall instead. Last time I tried an approach to landing turning stall by myself, I tried to maintain ALTITUDE in say a 20 deg. bank, all the way to the stall while staying coordinated. I don't think this is an accelerated stall is it? Also how steep a bank were you and Austin in in the video. Appeared to be 75 degrees or so. And you still had enough vertical component of lift to keep the nose from dropping below the horizon prior to stall?

The lesson to be learned with a approach to landing stall is. do NOT!!! lose altitude. Pick your Att, 3,000 ft. on a heading N,S,E,W do your 2 cleaning turns of 90 deg so you come back to the heading you started with. Looks like you're in a C150, or 172, carb heat (if they still have that ) 1,500 rpm. at flap speed lower the flaps TRIM the plane for that speed. When ready, bank and pull back to maintain your Alt the slower you're going to go, more pitch, less bank and first signs of a stall, full power, straighten the wings. stop the decent ( really shouldn't lose any Alt) carb heat off pitch up to climb, on schedule bring up the flaps, and climb out. The ACC stall is done the same way only with 45 deg of bank. get in and out same way making sure not to lose any Alt. Remember reason one practices an approach to landing stall is in case you were to low, when making base to final and need a little more bank, Doing them at 3,000 ft and you lose 50, 100, 150 never seems to be a big deal. You will pucker if it happens at less that 200 ft for sure. And one more very important thing, if you need to level the wings use the RUDDER, not the control wheel. If you make a left turn, step on the right rudder leave the controls in neutral. why?? when you use the rudder in this case right rudder it yaw's the plane. the left will will travel faster than the right that extra speed will increase lift. If you move the wheel to the right what does the left aileron?? goes down. just like adding flaps, So you slow the left wing down even more, more drag, more than likely not enough right rudder, and guess what happens???? Yea Babe, I'm spinning. or at least that's the way we taught way back when at Embry-Riddle, Aeronautical university.

May I ask where you are located. I would love to take lessons from you. If not in Atalanta maybe you know someone that is as good as you are locally. When I take lessons I want to make sure the CFI is dedicated like you.

Maybe I missed something, were turning stalls introduced for the PPL exam? I remember stalls and slow flight, but not turning stalls. Thanks for the extra explanation around the commercial maneuvers. Once the plane is outta the shop that’s next on my list.

Pitch, Power, Roll, Recover. That's what the mantra taught in my day.

I was doing climb and departure stalls , it rolled over into a spin . it was easy to recover .

You should be careful to show turning stalls with the recovery using aileron. That last one, while not significant and likely not an issue in a 172, could easily throw the airplane into a spin in another type. Stall recovery needs to be with ailerons neutral until you have positive airflow over both wings.

Just curious: what if the DPE asks for a turning stall at specifically “x” degrees. Would you still recommend this technique or would you say more focus must be put on getting the plane in the bank (at the proper time) and making sure it stays there? Thanks!

This kind of content is very interesting for an aviation layman such as myself. Just a quick question, if anyone could answer for my curiosity: What exactly is the point of being able to fly *into* a stall? My understanding of stalls is that it's an uncontrollable state of the airplane because it doesn't have enough airspeed over the wings. It seems like a pilot, commercial or otherwise, would want to avoid that situation (both a turning stall and an accelerated stall). Thanks!

If you let the aeroplane over-bank and keep pulling back you'll enter a spiral dive. No stall. Airspeed and rate of descent will rapidly increase as will the G loading. If you persist, structural failure will follow and this scenario is often the one that happens in VMC into IFR loss of control accidents. So, to recover from a spiral dive: - power off, level the wings promptly and carefully (remember it's rolling 'G'), when wings level and only then - recover to level flight from the dive.

Hello! I want to get a PPL license, i always loved airplanes but im 24 and i suffer from positional vertigo , it happens rarely to have a vertigo attack,but it happens. Is it possible to become a private pilot with such symptom? Unfortunately i have no aviation school near me so nobody to ask around. I would appreciate if you have any information about it . (Or anybody in the comments) ✌

if this occurs during approach, what can typically be expected for elevation loss before recovery? If I recall correctly from my PPL lessons, the typical altitude loss expected for a normal stall recovery attempt was somewhere around 100 to 200 feet.... am I recalling correctly? Ive seen several videos, unfortunately, of pilots entering into a stall going into final approach or somewhere in the pattern, and often with undesirable results. I've been looking for good input on proper recovery methods and how successfully they might be in real world scenarios. I'm a low time PPL holder.....

Bro, if altitudes around 8000 feet you should be able to bank/ stall go into 3 spins and pull out of it?????? , I think the trick is to level off the wings pull back??? Am I right I don't know I'm asking??

Isn’t any banked stall an accelerated stall? If I insure the bank angle stays, at say 30 degrees, and perform a stall won’t the stall speed be higher than straight ahead?

Can you demonstrate one power on?

I never worked turning stalls during my PPL curriculum. On my check ride the examiner had me do power on turning stalls..

interesting that Jason was already in a 30' turn and you asked him to increase the bank angle - then later say you didn't want more than an almost imperceptible bank angle

Very confused... I have never heard of a turning stall vs accelerated until this video... wasn't the whole point of a "turning stall" to show the stall speed is proportionate to the weight/load on the wing?.. Higher weight/load= higher stall speed, to demonstrate to students that stall was based off angle of attack and not speed.. what exactly does this drill teach?

very interesting...does X-Plane-11 act like reality in these stalls? Sometimes it seems like the plane cannot fall out of the sky but not being an actual pilot i can't compare it to reality haha

For control airplanes should have joystick and throttle lever only; anything more is just cheap construction (and pedals for on the ground.) You should be able to recover from literally any orientation using the joystick without losing control.

It seems like these stalls get so specified they are "maneuvers" with a correct way of doing them. Does this give a good training effect for more random stall situations you'd see in real life?

Canyou explain little aerodynamics on this ? Which wing is having higher AOA ? Secondly i remember is while doing turning stalss nose goes to opposite side of turn is tht true.?

Bank angle is one thing but AOA is a priority anyway...

Do you have some tips on power on turning stalls?

Is maneuvering speed a minimum or a maximum? Please state your answers:

I can’t see the plane stalling. Are you stalling the plane or only approaching to it?

Pull pull pulll pull pulll... pitch fwd pitch fwd..... What ever happened to add back pressure... reduce back pressure...?? 50 yrs ago we learned to fly by control feel not control movement... Its what I tell people... like Hoover said... smooth pressure, not movement. JMO.

There is danger of spin entry from a turning stall, right?

Once you master accelerated stalls, you can do anything with them! Even get to your destination and land, all while in accelerated stall

I know and understand that if you slow down in a bank the airplane will then over bank, but I don’t know why it does this. Can someone explain the physics as to WHY the airplane over banks when you slow down in a bank?

Why is this demonetized?

I'm confused, is he teaching how to recover from a bank stall or how not to accurate bank stall? I'm no pilot I might add.

I gotta ask: who the hell is "disliking" these videos?!

Your student sounds like a CFI in the making... he already knows how to talk through maneuvers

Don't you guys put the plane and yourself in harms way by testing these extremes or generally does the plane recover in almost all these stalls?

Base to final...

I thought 'aviator' was reserved for Navy carrier pilots ,& test pilots . :-)

Turning stalls?? We do not practice those and aircraft POH even states turning stalls prohibited. I think it needs to be stated ONLY IN A CESSNA.

In my training to get my ppl. My instructor never showed me one. Until my DPE asked for one. I was at first scared. I was gonna spin the airplane.

Turning stalls are so easy, how could someone screw that up?

Whoop whoop! First to watch!

I'm not pilot but I feel all the stall recovery training in the world is useless on take off or final approach with out enough altitude for recovery maneuvers. Seems like its best to just keep situational awareness and avoid these situations at all cost. Swallow your pride and ask atc to put you back in the traffic pattern if neccessary for a go around. Being interested in flying, ive watch countless case study videos and they all seem to boil down to pilot error. Saw a woman retract flaps for a go around with out enough air speed less than 300 feet off the ground. Fatal.