EXPOSING the LIE about POWER ON Stalls (The Complete Guide to Power On Stalls)

How to perform a Power On Stall. This video explains how to master power on stalls in detail. Free Pilot Training is a YouTube channel that is dedicated to bringing you DETAILED training on private Pilot flight maneuvers and ground training for FREE. Thanks for watching. Please check out what other flight lessons and ground courses I have available on YouTube!

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[MrJangs]

As a student pilot, you have the best videos out there. I’ve learned so much from you and truly appreciate the time and effort you put into each one. They way that you explain things is amazing. Thanks so much for all you do for the aviation community!

[shoedlg]

I generally agree with your mindset about aileron use. You might, however, caution students about the conclusions they draw from doing power-on stalls dual or solo. If they find themselves in a 172 with a full back seat, they may find the aircraft response to aileron inputs can be quite different at aft CG. Just as aft CG reduces pitch stability, it also reduces yaw stability. The adverse yaw from aileron inputs will result in bigger sideslip angles when the CG is aft. Whereas the airplane might tolerate aileron clumsiness when dual or solo, it may be far more spin prone at aft CG. Instilling the instinct to react with rudder might save the day when the unexpected power-on stall happens with a full back seat. There’s a reason you can’t intentionally spin 172s unless the CG is far enough forward to put the aircraft in the Utility category.

[PhillyCoinCollector]

This helped me a lot. I started taking flying lessons a few years ago, but quit when I almost entered a spin when doing a power on stall. My instructor had to save it for me. He said it was okay and normal, but the damage had been done. I was freaked out.
So I quit.

The aviation bug has returned though, and Power on stalls I knew were going to be my biggest fear to get over. But this helped me so much, I cant wait to try it! Thank you so much!

[FriendlyMarmot]

13:49 Was not expecting that sound, I jumped out of my skin! I'm learning lots though and the need to balance on the longitudinal axis with ailerons when approaching a stall makes intuitive aerodynamic sense to me. I'm smiling now because I'm getting the knowledge, and when I recognize the good instincts it reminds me that I have the makings of a good pilot deep down. I'm starting to do more and more solo work towards PPL and surprised myself the other day with some immaculate ground reference maneuvers and nailing my altitude to the wall during steep turns, I got a good scan going and it never budged! Thanks for everything, these videos help in so many ways!

[GeorgeFriedrichHaack]

thanks bud I'm 66 and I've always wanted to fly so that's what I'm doing I have a kit plane comeing and am taking lessons from a guy who's been flying since he was 14 and has 5 years on me Love all the free info my dream

[BruceAirFlying]

I'm concerned that folks may misinterpret some of the points you make in this video. You certainly can and should use coordinated aileron and rudder inputs as you set up for stalls, including power-on stalls. Problems can arise, however, if you use ailerons at and beyond the stall--for example, when a wing drops. Using aileron to try to pick up a wing is the wrong response at that point.

It's also important to emphasize that the *first* action when recovering from high-AoA events, including a stalls, is pushing--or relaxing back pressure--to reduce AoA. Adding (max) power comes later in the recovery sequence. Adding power before reducing AoA can increase pro-spin tendencies in certain aircraft and situations. As the "Airplane Flying Handbook" notes, "...[T]he pilot should remember the most important action to an impending stall or a full stall is to reduce the AOA. There have been numerous situations where pilots did not first reduce AOA, and instead prioritized power and maintaining altitude, which resulted in a loss of control" (p. 5-15).

In fact, in some aircraft approved for intentional spins, the AFM/POH recommends adding power and applying aileron to encourage a clean entry into a spin. For example, many years ago, Cessna published a pamphlet, "Spin Characteristics of Cessna Models [150-177 series]" (D5014-2-13). That document notes that for several C172 models, "Entries at all utility loadings will be difficult to obtain unless some power and a slight amount of aileron toward the desired spin direction are applied."

It's true that designers use various techniques to help keep the ailerons effective at high AoA, but that doesn't mean you should use ailerons at or after the stall, when the force driving what looks like a roll is really yaw; and we manage yaw with the rudder. That's the message that good CFIs have been emphasizing--not that you shouldn't use coordinated ailerons and rudder to maintain heading as you *begin* the maneuver.

[AgonxOC]

I enjoyed this video!I disagree on a couple of things, but overall pretty great! One thing to consider is that the ball may NOT be accurate at high angles of attack. Look outside to keep the aircraft straight (On a course without yaw). I do not look inside when doing power on stalls and stay within 5 degrees.

[JCsaves]

Awesome video!! Best training/refresher I have seen on YouTube. When it comes to training new or even experienced high hour pilots in my opinion it’s the most forgotten message. Plan ahead plan head!! This video shows the importance of planning ahead. In this case it’s for your flight test. It’s great to practice these manoeuvres over and over to create not only muscle memory but good habits to. Way to many GA/ commercial part 135 accidents are happening now in days because of poor planning skills. I was taught as a young 16 year old pilot in 1986 by older pilots. ie my uncle who had 20000 hours in bush flying and my other uncle with 18000 hours as a water boomer pilot and my brother in law who was a commercial airline pilot with 20000 hours. All of them flew there whole careers without a bent airplane. They told me from day one to ALWAYS Expect the unexpected. Plan for it. So as in this we’ll done video by an excellent instructor who knows exactly how to explain the skills it take with a full understanding of aero dynamics about the Power on Stall. It’s all about planning ahead. I’m now a subscriber to this channel 👍🏻😊

[TandaMadison]

Just practiced these today and your video is definitely helping me lock it into memory. Thanks.

[jazzman]

Dude! What a fine channel. Just subbed. Back in my flying days I would take a 152 or a 172 up to 3000’ agl & then (while giving up no more than 100’ ) I would slow to rotation speed and get the horn blaring. Then I would very slowly do a 360 to the left and upon completing my turn I would roll out to my original heading. Rules: Stall horn blaring & no more than 100’ deviation. Rinse (your skivies) & repeat…….to the RIGHT! It was an awesome technique to use just prior to spin recovery training.

[TheflyingrealtorKY]

I’m a tactile learner. I don’t do well retaining information if I only read content. I’m at the xc solo stage of my PPL. So obviously I’ve done many power on/off stalls. This video is excellent because it made the concept much easier for me to grasp. I’m training in a DA40 and those suckers are hard to stall. But I’ve managed it. Thanks for the great video

[joshbanta]

PA. VII.C.S7
Acknowledge cues of the impending stall and then recover promptly after a full stall occurs.

At 18:00 you state to recover at the first sign of an impending stall and allowing the stall to occur could result in disapproval. The ACS states otherwise.

[stephanygarcia]

I must have watched every one of your videos twice now and I swear by them!! I recommend you to everyone that will hear me speak. This was the last video I watched the night before my PPL checkride & I wanna say thank you for all your content man!! 🎉🎉
Keep it up & I can’t wait for an IFR playlist 😂

[LowandFast]

Thank God that's the lie you were exposing! I've had many an argument in the comments section of other Aviation YouTubers. Great video, man - love it. FWIW, I teach turning stalls in both power-on and power-off conditions. And mostly in Cirrus. It's far less dangerous than people make it out to be.

[mojo]

I love your videos, instructions and the titles. Please don’t change

[omarjones]

This is excellent instruction. The old "Pick up the wing with the rudder" mantra is the biggest piece of misinformation out there. The primary concern during a stall should be the reduction of the AOA. I believe the "Don't use ailerons during a power-on" stall tecnique was an attempt to apply a spin recovery control proactively. There are two things proponents of this technique fail to realize. First is that attempting to maintain coordination with rudders alone is impossible. Secondly, applying rudder in a stall is how a spin is entered.
With all that said, aircraft with elliptical wings and no wing twist like my CAP-10B have different stall characteristics. The buffet is barely noticeable and the stall occurs along the wingspan at the same time. Not over controlling the ailerons is more critical in these types. Excellent video.

[mytech]

13:30 the AFH is flat wrong. A spin will never initiate with slip.They will only occur with skid.

[scottmelsha]

This is the best video and complete explanation of how and why we do power on stalls very well done, great job! This will be shown to all my students going forward. Training videos don’t often go far enough in their explanations, this does!

[RaymondHundley-mfwf]

The title was just a catch phrase used to get our attention. I immediately realized no one is lying when I began viewing the video. I personally enjoyed your detailed explanation. have become numb to catch phrases and take them with a grain of salt.

[daft]

I finished the video after my last comment. I got through a check ride and this is the first time I think I've ever connected the idea that a power on stall is related to taking off. I wish I had you as an instructor. 99% of my training was my instructor obsessing over those check ride points without connecting them to any aspect of actually flying. I've done about 50 hrs since my check ride and a lot of that was going high and experimenting. Trying to teach myself through trial and error how to actually fly. It's been a few yrs since I flew. I stopped flying because I was scared. I could never get comfortable. Was always terrified I was going to exceed some limit bc all I had done was repeating these maneuvers. I flew a C150 which was apparently so easy to fly that these maneuvers almost fly themselves. I don't think I ever controlled heading at all during a power on stall. Just pitch up, the instructor would say "there's your first indication" (which I had no sense of). So during the check ride I just pulled up, waited a few seconds, said "there's my first indication" then pitched back down. I never felt any indication, I just blindly did the thing and passed. Almost everything I did was blindly following a process without really having any idea what I was doing or why I was doing it.

When I eventually get a BFR, I hope to find an instructor that is personable that can teach me this stuff and help me integrate all this compartmentalized information into actual proficiency in daily flying.