On Wed, 12 Mar 2008 23:10:06 -0400, Dudley Henriques
wrote:

Roger wrote:
On Wed, 12 Mar 2008 19:08:30 -0400, Dudley Henriques
wrote:

Vaughn Simon wrote:
"Dudley Henriques" wrote in message
...
Exactly. The difference between a loaded turn and simply allowing the nose to
fall through with reduced back pressure.
snip for brevity

I consider the imparting of this attitude in a student pilot a critical
aspect of stall recovery training.
I can't emphasize it's importance enough to new instructors.

After following many of these threads over the years I am truly
thankful for the instructors who followed these tenants in my primary
training.

Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

Me too !

One of the things they emphasized was if I ever encountered an
accelerated stall close to the ground was to just point the nose in
the direction it wanted to go. That immediately brakes the stall and
stops any tendency to roll under or over the top. You might leave the
pattern at a rather embarrassing altitude and direction but at least
it would be alive.

That was not a recommendation for anyone to try it, or in any way
reduce the thought of how serious stalling at low altitude and
particularly a turning stall at low altitude can be.

OTOH as you've pointed out the recovery techniques have to be
ingrained. They are not something you can stop and think about. Like
engine failure just after lift off you don't stop to think, "Hey, I
just had an engine failure. The first thing I need to do is lower the
nose to keep flying speed, now I need to pick a landing spot which
one is best, can I keep it on the airport, or am I high enough to make
the "impossible turn?". By the time you can say that first sentence
your subconscious will have, or should have, done all the rest.


Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com