Stalling for Safety - FAA video Private/Instrument/Commercial Pilot training 1976
HTML-код
- Опубликовано: 27 авг 2024
- This is an FAA video and is the work product of the US Government and, as such, carries no copyright and is free for use. This video covers pilot training in stalls and slow flight. I believe it is from 1974.
I have a lot of FAA videos to upload, I estimate around 30, and will be converting them and uploading over the next few weeks. Please subscribe to stay informed of new uploads.
Thank you
This is no-nonsense and hugely informative with excellent visuals. Steadily paced.
They don’t make instructional videos like this anymore. This is excellent.
true
instablaster
Still informative 40 years later.
facts
We are still flying the same planes from back then
Aerodynamic is still the same)
The aircraft I fly were already built when this video was still being edited.
Still informative 50 years later 😅
Like others have mentioned, this is an excellent training resource, even nearly 50 years later. The presentation is clear and concise. Thank you for sharing.
The wind tunnel graphically shows the aerodynamic effects of a stall better than anything I've seen. Overall excellent but even scarier than the prospect of a low level stall...is being caught dead in those pants. The horror. The horror.
There is a pilot who, according to his accounts, has recovered from over 30,000 spins. He trains pilots to recover, implying that stalls and spins are probable. We, students, should take this very seriously.
excellent
And this is why aircraft are getting AoA indicators
*+frog's shadow* hopefully the aids and automation do not make people over reliant or complacent.
and not make them unaware of .. what it is like to grasp, be aware of things.. without those technologies or when things fail
I did it as a solo student. I used improper recovery technique, but the great handling of the Cherokee I was in saved me.
3000 hours and no mishaps later!
30,000 spins, a bit clumsy.
Was a Flight Instructor in the late 70's, over 1200 hours as such. Brings back memories.
BEST VIDEO EVER... FROM 74 ... HARD TO BELIEVE
"Bad Gyro"!! (GREAT name!! ... I am laughing)...and thank you!!! For this.....brings me back to my CFI days!!!!
AFAIK none of my students in the past (the 1970's) died in any stall/spin accidents. (Even though not required back then, I insisted on teaching spins, recognition and recovery techniques before they soloed).
This is great stuff....a "Blast from the Past" that is incredibly enjoyable!!
(BTW.....retired now....from Continental ... before the merger with United).
great video, most people would be surprised how much these old ancient videos will teach you. also very straight to the point.
Nicholas Edward Hey! Watch that word “ancient”...
LOL
It's interesting to think some of the classic single engine aircrafts that are still popular and in use today were manufacturered around the year of this video
Good stuff. Simple and to the point, which is how it should be. I agree with other commentators - far better than most modern presentations with all their glitzy graphics.
They don’t make em like this anymore. No BS, information based training, without the garbage.
The basics of flying a plane has never changed! Stick and rudder! fly that plane! same as when the wright brothers first started flying! If you remember all of your basics you will never get in trouble, don't get distracted, fly the plane!
I just practiced stalls today in a 172. That video is still VERY relevant! I actually learned a thing or two,Thanks
76 was when I was learning about stalls, was a good year
Good video, and its age isn't really an issue. You could have made a film in 1918 that would have covered the same points about stalls and spins and how to recover them. Modern aircraft may be safer, but the basic aircraft controls haven't changed.
I had a very good WW2 instructor, who taught spins very well. This video does not really address the problem of lifting the left wing in a power on stall. We had a 152, with just a little bit of extra angle of incidence, on the left wing, to aggravate the drop. Without practice, EVERY pilot will attempt to raise the wing with aileron, which increases the angle of attack on the stalled wing, resulting in a spin. This is why, in this video, they say to break the stall before levelling the wings. As I was taught, opposite rudder and forward yoke, results in a recovery with minimal heading deviation, and with practice, even become fun. When you can recover on a specified heading, you have mastered the spin...the opposite rudder, also helps to swing the stalled wing back inline with the relative wind. For those not familiar with the reasons why, engine torque, called P-factor, causes the left turning tendency. For the same reason, a helicopter needs a tail rotor.
Curious what was his name?
Don McCann, R.I.P. @@ryanestes7331
Thank you Convair.
EXCELLENT VIDEO !! BETTER THEN A LOT OF NEW ONES I WATCHED..😊😊
At 0:56 the pilot was distracted by his plaid pants, the manual gear deployment didn't have anything to do with it.
EXCELLENT VIDEO !! BETTER THEN A LOT OF NEW ONES
As a non pilot the official FAA training videos like this one are far easier to understand.
ABSOLUTELLY AMAZING. HOW IMPORTANT IT IS NOT ONLY PILOTING BUT FEELING THE AIRCRAFT AS WELL. AS I USE TO SAY: IF YOU ARE ON COMMAND WHATEVER IT MIGHT BE, A CAR, AN AIRCRAFT, A BOAT, THE MACHINE IS YOU AND YOU ARE THE MACHINE. MACHINES ARE EXTENSION OF OURSELVES. WE NEED TO KNOW AND FEEL THEM AS MUCH AS OUR OWN. LOVE THE EXPLANATIONS. THANKS A LOT FOR POSTING IT.
BRAZIL ON LINE.
Super pilot Very true. Also, i think you shout a lot in real life. Or why do you write all in CAPS?
Super pilot Just joking.
Super pilot But of course you are absolutely right. A skilled driver/pilot will not operate a machine but will in fact become the machine. It's a symbiosis, spirit/consciousness and machine are compatible.
Would have to be around then, since N13228 is a 1973 172M. Apparently still flying as of 2011
Very informative, especially the last couple of minutes.
thanks for uploading.
40 years later, the same planes still flies
This reminds me of the filmstrips, Kodak slide projectors, and 16mm films of my youth. Good info.
OUTSTANDING INFORMATIVE VIDEO 👍😇🍻
This might be pretty old, but I have to agree it's an excellent teaching video. Doesn't matter what your flying, a stall close to the ground can kill you. It's easy to forget everything you learned when you fly a lot and some people get lazy. I've read that half the pilot deaths in Alaska are stall spins on landing.
Cute dog. Male or female?
EvilBonesMan_666 3yo Pittie mix...girl.
Dave Nice. She looks healthy and happy. Do you take her flying?
No, but she loves going out in the car. I've always thought having a dog in a small plane might be a hazard.
Dave Probably right. I love her color.
Amazingly well done and still interesting even if a little dated. Thanks for converting and uploading.
Excellent Training Video! Excellent Description and demonstration of recovery techniques!
great, informative video!! thanks for posting!!
Thanks for posting these, fully appreciated!
EXCELLENT. THANK YOU SO MUCH
Thank you very much, the whole lesson can be taked at home on some flight simulators. They are many on the market. Best regards from Cluj Napoca, Romania.
How many student pilots are watching this today? :)
Excellent demonstrational video. Very important vital information.
Thank you for the video.
Practice, practice, practice and practice, again and again...
Always a student pilot, 150 flying hours or 15 thousand flying hours.
Tons of information
Liked the part on vertical nose down pitch illusion. Life saving pills...
still true and relevant. Loved it!
Watching this video literally makes the smell of my parents 1970s yearbooks come into the room
Very stylish pants! 8:35
I like it very much
I was taught to pick up the stalled wing with opposite rudder, rather than to break the tall first. Maybe this method would make me less scared of entering a spin if I didn’t pick up the wing straight away.
Always use the PARE rule... Power off, Aileron neutral, Rudder in opposite direction of stall spin, Elevator forward. In that order.
The spin recovery technique and real life examples showing your usual trainer plane in a full on spin is not something I think I've ever seen, not even on the 152 'aerobat' - (anything but!)
Really very good video! Thanks!
Now I'm just teaching myself some basics in a simulator, as I want to take ultralight lessons (maybe in 2021), but I've been using a Cessna in X-Plane 11 to learn basic flight mechanics, build up some muscle memory on the controls, and of course just gain some general aviation knowledge. So correct me if I'm wrong on the following. What I've been figuring out is that you should never stop "flying". And "flying" means you're constantly monitoring and/or managing: your surroundings, forward/vertical airspeed, altitude, and as much general aircraft health info as you have access to. Also, use throttle to control altitude and pitch to control speed. I've been extremely successful so far in my simulations by doing the above. It seems like the bottom line is situational awareness, just like driving a car, only you have an extra dimension.
What type of ultralight? A lot of them fly very, very different from GA and you could be setting yourself up for bad habits by trying to commit GA controls to muscle memory (through a simulator especially)
@@wills.5762 I should have mentioned that I also spend a lot of time in the Dragonfly ultralight that came with the X-Plane (and yes, it is a very different experience, even in the sim). When I say muscle memory, I mean in a very primitive sense, like which way the rudder pedals work (I somehow had it backward in my mind and took a week or two to get it straight). Mainly just learning what control inputs make the aircraft do what, the basics of sidelsips & crabbing, etc.
You’re right. You have to adjust the altimeter just by itself every 1 mile or so, as pressure in the air changes by 1.00 inch hg, if you don’t change your altimeter, your altitude indicator will continue reading 10,000 feet, when in reality you’re dropping every 1,000 feet every mile, hence why you change the altimeter so you stay level
Nice video! Thanks for sharing!
Survived the stall, but now deaf
2:57 holy hell. That's a good way to rip the wings off and ensure your demise especially if in a high speed dive.
Brilliant
Great video very educating
Excellent !
Hi..!! More videos please!! Thanks a lot!!!
Muito bom o video, com informações valiosas que ajudam a relembrar de toda a teoria.
7:24 It appears his mustache stalled half way to his lip.
Very informative..unfortunately JFK, JR., along with spatial disorientation, might have had a stall..then a grave yard spiral
I like flying in a flight simulator (using virtual reality), this is very useful actually :)
Ohhhhhhhhh, videos from the 70s =DDDD
Correct Procedures
Such a great anime
13:11 didnt know that Marlon Brando made those type of videos. ;D
Can I please get my plane ticket from Houston to Mumbai with my expenses . Waited too long for this
Clearing turns before steep turns!!!
I think I'll just drive to Rhode island.
Bonin should have watched this.
did the trainer spin his plane in real life lol
Anyone else like the plaid pants?
He used to be a used car salesman.
Who's watching in 2023
insane approach ha
GOOD GOOD GOOD
What does he say at 14:49 - 14:50?? Any ideas? It sounds like: 'he pours the coal to it'. Obviously this is not correct! Thanks.
That is what he's saying. It's a figure of speech.
That is exactly what he says.
This is the best scenario for stall recovery.
The nine-point stall recovery scenario
Level the wings with the rudder.The rudder is the most effective control surface in a stall condition. (Even the seemingly scariest stall becomes less frightening and more manageable once the wings are level.)
Squeeze the nose attitude slightly below the horizon. This may require back or forward pressure on the yoke depending on the attitude of the airplane and the current trim configuration. Use positive control, be the boss of the airplane's resulting attitude.
Power up. Add full power.
Clean up. Carburetor heat off, flaps up (normally retract half flaps if in full flap configuration; if in half-flap configuration, retract flaps all the way), and gear up. Note that the POH-recommended procedure and order is the final authority.
Speed up. Bring speed up to VX. Anything more than VX results in time and altitude wasted and is contrary to your objective. Once you have reached VX or if you are already above VX, move on to step 6.
Pitch up. Change the pitch attitude gently from slightly below the horizon to VX attitude. This attitude should be demonstrated prior to stall recoveries so the student knows what it looks like by looking outside the cockpit.
Verify positive rate of climb on the altimeter. Explain how this is the only true single instrument that shows the airplane is gaining altitude. Explain here the limitations and lag of the vertical speed indicator.
Verify that you have cleared all obstacles. Look outside, make heading corrections as necessary.
Lower the nose to VY attitude.Continue your climb to your desired altitude.
Carl Dworman
Jerusalem, Israel
Andrew David Boyle He does say "pours the coal to it'. It's and old slang reference...like, A LOT of coal in a steam engine train, car, etc...It simply means adding alot of power quickly
I hope they did their clearing turns before the stall demonstrations. Looks like they didn't.
DumbledoreMcCracken. i imagine a lot is lost in editing,
Secondary Stall Abrupt Movement Low Airspeed Any Altitude
Ya, but doncha think that leveling the wings needs to happen before applying full power to avoid converting that stall into a power-on accelerated stall that becomes a spin?
When the wings are not level, probably you are in a turn, which means the AOA is higher on the down wing. Applying full power will aggravate the AOA on that down wing which is close to stall, having just come out of the stall you were just in. So you can re-stall that wing and most likely spin it since you'll be pushing lots of air over the unstalled wing. So, nose down level wings, then add power-that will ensure control in recovery is straight ahead. Otherwise, great video that chips away at the "stall speed" myth.
Unbelievable.
Use alierons to level wings in a stall? They don't still teach that in the U.S. do they?
+Didntwanttomakeauser Noob here -- what is wrong with that and what is the correct procedure?
+Borko Jandras The down going aileron on the wing you're trying to raise creates more drag making the spin worse. Since the wing is already stalled the aileron doesn't have enough authority to raise the wing. I was taught leave ailerons neutral, raise the wring with opposite rudder only.
+Didntwanttomakeauser Makes sense, thanks for clarifying.
Your original comment says "use ailerons to level wings in a stall". Yes. Keep wings level with ailerons in a STALL. However your explanation is for a spin. No, you do not use ailerons in a SPIN. You can use them to avoid a spin in a stall to an extent but in an actual spin, neutral aileron is required.
@J and.... people are still killing themselves by making the same damn mistakes in 2019. See Harry Bliss and Density Altitude filmed circa 1965 by the FAA.
CFI Correct Procedure .
Student Any Procedure .
No Power Reduce Power😂
Nose Down For Air Speed
Date Of Birth😂
28/11/1965
Too Expensive
To Train In California
From Lucknow India Nainital
🎉
sure wish AF447 pilots had seen this video. could have translated it into French and also saved teh AirAsia A320. Why dont commercial pilots know how to recover from a simple Stall?
Easier said or typed on a comment on YT but when you have your self on a situation like that its probably tougher. I don't judge I just hope I don't ever be in a similar situation. To be prepared in case it does its the best I could do.
Scott Moseley, did you really think Air France pilots need to rely on translation of old FAA vids (even as good as this one) to be certified ? The fact was that commercial pilots instructions and procedures (and not only Air France ones) emphasized mainly on avoiding, at any price, any loss of altitude, and the commonly agreed procedure was to simply add thrust to recover (providing the performance of modern powerful jet engines which have nothing in common with piston engines). Something like a TOGA procedure. This was called the "classical procedure" common to Airbus and Boeing. This way of proceeding was contrary to aerodynamics laws, but was the norm until middle of years 2010s. Thanks God it has now been totally reviewed. Since at high level any loss of altitude is not mandatory and that adding thrust could be counter productive (nose up increasing stall risk, delay, and loss of jet engine efficiency at high incidence). What amazes me is that this "classical procedure" was standard during many years. Moreover in AF447 case, it happened that some informations provided by the instruments/sensors were lacking or wrong thus incapacitating both auto-pilot and pilots themselves.
Sounds like Ronald Reagan narrating
Ttf
Crappy plane design.
In Jesus' name you're healed.
Ask the Holy Spirit into your heart and walk with a Divine, loving Father.
Tomm Smith See, here's where you are wrong: There's no God. Jesus et al are myth. You don't have a soul, you are a soul. You are it.
***** How is your opinionated statement argumentative to your point? Also, if I have no soul, but am a soul, how do I not have a soul?
I get that you have your own beliefs, I get that I have my own beliefs, but because either of us said something does not make it a truth. I said what I said for those who it is beneficial to. If you find it not beneficial, then don't read it. If you want to converse it, lead in a mature manner and I will follow in elaboration. But don't think because you said something, that the World was just edified.