Changes in Stall/Upset Training

Aviation Week & Space Technology recently published an interesting article about changes in stall/upset training for pilots of transport aircraft. A video complements the story, which emphasizes immediate reduction in angle of attack first—before correcting bank angle or adding power.

The training standards before 2012 unwittingly led to stall recovery success in terms of lost altitude rather than the need to reduce angle of attack and aerodynamic load on the wing by immediately pushing the elevator control forward—the universally accepted solution to stalls that had been ignored in training.

That’s a point I’ve made in several posts here and in the video demonstrations on my YouTube channel (see, for example, this video of stalls in a Beechcraft Bonanza).

A Collection of Stall/Spin Videos

I’ve created a YouTube playlist, Stalls and Spins,  that features videos I recorded while demonstrating a variety of stalls, incipient spins, and spins. Most of the videos were captured while I flew the Extra 300L; a few show stalls in the Beechcraft A36.

You can learn more about the stall/spin/upset training that I offer in the Extra 300L at my website, here

Here’s a video from the playlist:

Stalls from Skidding and Slipping Turns

Interview about Stall/Spin/Upset Training at Hangar 49

The Hangar 49 podcast for January 26, 2013 includes an interview with me about stall/spin/upset training. My part of the program begins at about the 26-minute mark, but if you like things aeronautical, you’ll find several other interesting segments in the same program.