The recovery techniques and flying on the far edge of your wing is a lot of fun, done safely. Minimum hard deck altitudes etc. included.

So I have been doing a bunch of these lately.

When's the last time you practiced?

Can you guess which one this is?



AKT




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Hey, your jacket is on the ground.

I'm assuming that's from your 180.

I practice them about every 4th or 5th local flight. I also often "slow flight" my way to the local diner with the stall horn blaring. Then I do landing configuration stalls to the left, right and straight ahead mostly. I've found a good periodic dose of aerobatics is the best refresher/confidence builder for stalls if you have access.

Bill

Every time I land. Am I doing it wrong

If you think you're going to be an instructor, I can tell you that 1500 feet isn't high enough. You don't want to find that out the hard way. Not every airplane stalls the same or predictably.

FWIW.

MTV

Been a while since the last time I practiced and about a week ago I took my hunting partner up for some simple instruction. Straight and level, turns, and a few stalls. Need to practice more often. I forgot just exactly how it reacts after the stall. Everything leading to it is engrained in my head. But the speed the left wing drops reminded me about getting lazy on the rudder.

mtv wrote:If you think you're going to be an instructor, I can tell you that 1500 feet isn't high enough. You don't want to find that out the hard way. Not every airplane stalls the same or predictably.

FWIW.

MTV

I don't think...

Re-read Mike....1500' is the minimum hard deck as you know

Those are my notes as I'm talking to a mirror about the stall in particular. A student doesn't see those.

Know one has said the type of actual stall yet, though it is fairly straight forward.

Approach to landing stall.

My BCP "Currency" schedule personal minimums:

(90) DAY:
1) Slow flight and stalls (variety)
2) Night/day currency (SES, night:SEL)
3) Emergencies and checklists

(1) YEAR:
1) A&P IA currency
2) Class II medical
3) Renew insurance

(2) YEARS:
1) Flight review
2) CFI renewal

The Monday before I headed out to OSH, I had a combined BFR/IPC, which included the whole gamut of stalls. Not hard to do, since I do practice them fairly regularly.

Cary

aktahoe1 wrote:

mtv wrote:If you think you're going to be an instructor, I can tell you that 1500 feet isn't high enough. You don't want to find that out the hard way. Not every airplane stalls the same or predictably.

FWIW.

MTV

I don't think...

Re-read Mike....1500' is the minimum hard deck as you know

Those are my notes as I'm talking to a mirror about the stall in particular. A student doesn't see those.

Know one has said the type of actual stall yet, though it is fairly straight forward.

Well, that's not what your "notes" imply.....you say: 1500 feet, clearing turns.....etc. So, why are you doing clearing turns at the BOTTOM of the stalls?

Again, if you are going to instruct, clarity is essential....even if it's notes for YOU.

MTV

I like to go up and practice stalls and slow flight as often as I can. It's the only way for me to get down how slow I can go. I like to do that especially these days after flying around in a jet!

I would have said approach to landing stall too but it must be to simulate short final or flare because there is no bank angle and you are going to idle RPM before exercising full elevator authority. I wonder though, do you mean to apply carb heat after reducing RPM to 1500? I apply heat before going below 2000 RPM else there is apt to not be much heat there when I need it.

Practiced slow flight and stalls yesterday on first flight after annual. I always feel like a test pilot just after annual and need to prove to myself that I and my aircraft are still fit for service.

Power off stall. I do them a lot in the Champ...if I'm by myself I can pull the stick all the way back and ride it down like a slow elevator. Need to do them more in the 182, thanks for the prodding.

Was up doing some in the 180 earlier this summer. A couple weeks ago I was flight testing a freshly rebuilt scout and wrung it out good. Wouldn't drop a wing, just ride it like an elevator between 500 and 1100fpm, stick full aft and level with the rudder.

Today, thanks to this thread. Can't beat fun for a good time.

Honestly, not as often as I ought to. Need to do more. Thanks!

I hadn't done any since my last BFR In may of 2014. I got a chance to get my BFR given to me by an instructor with thousands of hours of instruction in Champs. We have had our Champ for a year now and I never got any instruction in it, Just jumped in it and started flying it ( had a few hours in one 30 years ago). What a great learning experience. I got 2 hours of training that has helped my flying of other planes. We did several of each type of stall, slow flight and dutch rolls.
I went straight home and took the 180 up and did the same routine, It had been too long since I had done any.
We bought a 150 a couple of months ago and everytime I fly it I do at least 1 stall.

Since my BFR in early May I have done more stalls than I have done in years.

Stalls are not friendly behavior with passengers, but I try to get a few in when I find myself solo. Which is not super often. But when I take my kids flying, we fly stalls...they are used to it and it helps to have a feel for stalls when the airplane is at gross weight.

Troy Hamon wrote:Stalls are not friendly behavior with passengers, but I try to get a few in when I find myself solo. Which is not super often. But when I take my kids flying, we fly stalls...they are used to it and it helps to have a feel for stalls when the airplane is at gross weight.

That's a good point. Stall behavior, even of our smallish GA aircraft, is different at different weights, especially if the weight gain changes CG from full forward limits to full aft limits. For instance, a ham-handed uncoordinated stall that leads to an incipient spin is easy to recover from with full forward CG and low weights, but it can be nearly impossible to recover from full aft CG at full gross, even in an airplane which has pretty benign spin characteristics.

Cary