Stalls and Thoughts

wrote in news:925e8025-8f81-4991-9a0b-
:

On Mar 14, 12:16*pm, "Ol Shy & Bashful" wrote:
On Mar 14, 11:11*am, "Ol Shy & Bashful" wrote:

What the hell.....why do we work at teaching stalls and recoveries?
It
has gone to stall recognition and avoidance which is good. Does it
teach the proper things? How much of a new students time is spent
flying in slow flight at the low end of the performance envelope?
Isn't that where all the nasty things can happen?
I fly with students that become paranoid when they hear the least
little blip from the stall waring horn, and want to push the nose
over
to get airspeed back. They fail to realize the whole point of the
training.
OK Here we go....... I teach slow flight with and without flaps at
the
lowest edge of the flight envelope and req

*what the hell happened?...... and to follow on to the above.....
flight envelope and require my students to make a lot of turns to
headings while holding altitude and airspeed. I'll have them pitch
slightly to nibble on a stall while in the turn and even to go into a
stall and recover back to the nibble area instead of pushing the nose
over and watching the VSI go to 1000fpm and lose 100'+ while the
airspeed goes back up to Vx.

Yup, your approach is certainly consistent with the PTS. Private
pilots are expected to perform slow flight at "an airspeed at which
any further increase in angle of attack, increase in load factor, or
reduction in power, would result in an immediate stall", and recover
from power-off and power-on stalls "with a minimum loss of altitude
appropriate for the airplane".


There's a difference between being able to demonstrate this and being
comfy or even competent doing it. .


Bertie

On Mar 15, 12:13*pm, Bertie the Bunyip wrote:
wrote in news:925e8025-8f81-4991-9a0b-
Yup, your approach is certainly consistent with the PTS. Private
pilots are expected to perform slow flight at "an airspeed at which
any further increase in angle of attack, increase in load factor, or
reduction in power, would result in an immediate stall", and recover
from power-off and power-on stalls "with a minimum loss of altitude
appropriate for the airplane".

There's a difference between being able to demonstrate this and being
comfy or even competent doing it. .

That's true.

The CFIs who taught me treated practice stalls as routine and expected
their students to do so too. But I don't know if that's typical these
days, or if I was just lucky.