AOPA Stall/Spin Study -- Stowell's Review (8,000 words)

"Roger Long" om wrote in message . ..
I think the whole answer would be:

Keep your airspeed up (1.3 Vso) , bank angle below 30 degrees, and do
everything deliberately and gracefully.

Most trainers will tolerate a lot of off center ball if you do this but it's
still important to stay coordinated due to wind gusts and other unexpected
factors.


1.3 Vso is plenty. Many folks "add a bit just to be safe," and end
up with a high approach speed that can end up taking them off the end
of the runway, where they get hurt. Wasn't getting hurt what a higher
approach speed was supposed to avoid? Or they leave lots of rubber and
smoke behind. Or they bounce the nosegear and bust the airplane. Or
wheelbarrow off into the rhubarb.
Adding airspeed will often cause more damage and injury than it
prevents. Nail that airspeed and hold it, using power to adjust
glidepath, remembering to raise the nose as power is added and
vice-versa, or airspeed will fluctuate.
We spend considerable time with students exploring aircraft
behavior in slow flight, stalls and spins. They need to understand
that the airplane will do exactly as they ask, and that they need to
pay attention in the circuit, not start adding airspeed to make up for
inattention or incompetence.
Some of my instructors were former bush/jungle pilots who were
proficient at 1.1 Vso approaches, using plenty of power, to get into
really short strips. With power on, the stall drops markedly and safe
approaches can be made in experienced hands. Flare was made with power
instead of attitude.
Note the "experienced hands." Don't try this at home.

Dan