How to Fly an Airplane : How to Do a Power Off Stall in an Airplane

Hi, I’m Dave Pressy with St. Charles Flying
Service on behalf of Expert Village. What were going to do here is called an Approach
to Landing Stall, or a Power off Stall. We?re going to simulate what happens when the wing
is at such an angle it no longer produces lift and falls forward. Basically the airplane
stops flying. Well that?s easily recoverable, we?re just going to fall feet at full power
and pinch up and recover from that stall. First thing we?re going to do is reduce the
throttle again count to about fifteen hundred RPM’s. We?re going to let the nose fall and
the pitch attitude decrease so that were in a decent. Now we?re descending about five
hundred foot per minute. What that does is simulate an Approach to Landing. So we?re
simulating going down to a landing or decreasing our altitude and at some point when we reach
the runway, and in this case we?re simulating that, we?re going to reduce the power to idle,
when we?re all the way to idle we?re going to continue to bring the back pressure. Pull
back on the yolk. Increase the back pressure right up to the Horizon. We?re going to hear
a stall horn. Eventually the plane will stop flying. The nose will fall. We?re going to
add full power, reduce that back pressure. About 20 degrees in flaps. We?re going to
go ahead and climb out of that situation. Notice the air speed is increasing. We?re
actually climbing somewhat. Take four flaps down, continuing that climb. When we get to
about 70 knots we?re going to bring that flaps all the way and continue to climb. Go full
power. When we get to about 2300. Go ahead and pitch the nose over. Reduce that back
pressure. Reduce the power. Recover to what?s called a Cruise Attitude.”

57 Replies to “How to Fly an Airplane : How to Do a Power Off Stall in an Airplane”

  1. Thanks for posting these, very helpful. The term is RPM though, revolutions per minute. Saying RPM's is redundant.

  2. whats the point of doing this? risking your life to test and make sure the plane goes on and off while flying?

    Also that stall siren is fucking scary sounding.

  3. It's to simulate what could happen during landing. Simulating an approach to landing. And that stall siren is suposto be scary, Alerting the pilot that something is wrong.

  4. this is to simulate a LANDING. Would you rather the student practice a REAL landing on a real runway before practicing or would you rather the student practice 5,000 feet in the sky where nobody can get hurt??

  5. pilots are trained to confidently handle the aircraft during emergency situations, even a private pilot will do many dozens of stalls during his/her training.

    The stall siren is scary sounding, intentionally, it tells the pilot he fucked up and is about to fall out of the sky unless he executes a stall recovery maneuver very quickly. These stall warnings have saved thousands of lives, but is never heard during normal operations.

  6. cause its fun as hell. not as fun to stall on your tail, but you got all that altitude in the bank, might as well coast to the ground. gas is expensive.

  7. Right but then if you get into a spin you would use rudders to get out of it would you not? They just make it easier for themselves by not scaring away new pilots on their 3rd flight probably.

  8. sheetbug, they say not to use it because in a stall, very little wind is flowing over the wings, versus the rudder, which is right behind the air from the propellor.

  9. sheet are u flying flight sim, if you will notice while in slow flight or even in a stall for that matter, ailerons become sloppy the a/c responds left, the aileron you will use to recover depending on which is down and up aileron will stall befor the other putting you into a spin situation, or maybe you will recover, but do u want to be 50% sure that it will work when your stalling on T/O or 100% sure the rudder will do the job. Follow SOPS, attention to detail saves lives..

  10. Flying looks like a lot of fun. I really think I'm ready to fly a plane after watching this video I don't care how many 'fake internet pilots,' give me negative comment ratings!!!

  11. @ateamga: Dude were not stopping you from following your ambitions, well im not, thing is your not going to be ready to fly after you seen this video LOL ohhh noooo, their alot more into this than you think man LOL! But since you changed what you said previously then yeah good choice, i wouldnt mind being a pilot in real life either i just think Flight simulator is a good way for you to start aye:P

  12. I got to ride along on my friend's flight lesson in an Archer Arrow. They did a couple of power off stalls and from that moment on, I realized I could never be a pilot.

  13. 0:17
    "the wing is at such an angle that it no longer produces lift"
    jeez I'm worried about what he's teaching his students

  14. @denhou1974
    The wing is still producing lift mate, just not enough to sustain level flight. @ 16 degrees AOA you are producing the maximum possible lift, an increase or decrease in AOA will result in less lift. Dave is wrong

  15. @dabois85 Yes it's a c 150 series… critical angle is approx 16-17 degrees….most planes regardless of type or make have a stalling angle very close to this value… most certainly in light trainers (warriors, c150, 172 etc etc)
    high performance military aircraft have stalling angles anywhere between 20 degrees to well over 40 degrees….

  16. @ateamga yeah, don't listen to em. You may not be ready to fly but you are ready to take lessons. It's not that hard. I learned when I was 15. The main thing is you just don't want to get too laxed (spelling?) It's dangerous, so you take precautions and follow very anal checklists. As soon as you stop doing that…murphy's law will strike.

  17. The way he explains how to get out of a stall is a very dangerous thing. If you don't stabilize the airplane before you add power, you could potentially enter a spin. So you turn a mild situation into a very dangerous one. The proper way to get out of a stall is to follow the airplane with the stick (if nose drops, push on the stick, if a wing drops, bank the stick towards it). After you regain control, then you add power and pull back on the stick.

  18. @multisyncxp If you would have read what i said with any interest, you would have understood that i didn't say to correct it with the stick. I said to 'follow' the airplane with the stick. If the nose drops, push on the stick (not pull). That way you help air flow over the control surfaces.

  19. @multisyncxp thanks for your input. I'm a pilot and I have a lot of hours and have been flying for about 13 years and have worked with over 12 CFIs. Slow flight simulates an APPROACH to landing, but the power off stall absolutely is to simulate a landing. 100% of all landings should entail a power off stall….slow flight is to simulate the approach. By contrast, a power ON stall is to simulate a stall at take off. Not sure what there is to disagree with here?

  20. pardon me for being humored. First you admit your a low-time pilot, and now your "schooling" me on what slow flight and power off stalls are. Okay.. When you "land," did the airplane "stop flying?" If the answer is "yes," then you can't call a landing "slow flight." I'm well aware of what slow flight is, stalls, etc. If you don't hear the stall horn on your landings, then your landing incorrectly (probably more flat than flare). Even in regular slow flight, you should hear the stall horn!

  21. ? Now what on earth are you talking about??? Every time you do a power on or off stall you need to raise the nose so the wings exceed the critical angle of attack! I stall the plane nearly 100% of the time I land and I've never hit the nosewheel. In regard to you "slow flight" comment, YOU are the one who said you use "slow flight to land," not I. The same argument you give me on approach I give back to you on landing. Do you mean to tell me you are turning 21k on LANDING? Let's not be silly.

  22. Are you sure you're pilot, or are you a student pilot? You sound inexperienced, and I just watched videos of you landing/taking off, plus two other ones you posted. You look like a kid! In the videos, you have an instructor sitting next to you (as seen by him manipulating the controls). I even heard him critiquing your landing (which was flat, and then drifted off center line). I've been flying probably since you were in diapers. I think you ought to be learning from us more, talking less.

  23. exactly. You're a STUDENT pilot. Again, use your ears not your mouth. The information given to you by experienced pilots like myself who have 1000s (thousands) of hours and landings will save your life. I even noticed this in your critiques of @Crashboy1024 below. He's giving you life saving advice, and you are arguing with him? When you get some experience, I'd love to hear your opinion. In the mean time, use your ears to listen more to you instructor.

  24. @Crashboy1024 I agree with you. Don't pay any attention to "multisyncxp." He isn't even a pilot. He's a kid who is a student pilot. Read my thread with him and you'll see what I'm talking about.

  25. @JIMMYLINE The purpose of any stall demonstration is to help the student recognize stall characteristics and learn proper recovery procedures… Because stalls generally occur during high angle of attack/low airspeed situations (take-off and landing) they are usually demonstrated in take-off or landing configuration. The best time to teach someone how to land is.. well.. during landing.

  26. @UtahPilotChip True. Which is another good point. Many real landings are performed in a power-off stall mode. What you posted is just another good point to what I was trying to say.

  27. Wanna know what's really fun? Keeping it in that stall, just letting the plane fall. It's like a rollercoaster and it's awesome!!!

  28. @atnj2011 What he means, is…what he has done is stopped the forces that maintains flight, when a plane stalls it is no longer flying. It is falling. Hence the stop flying comment.

  29. He didnt control yaw that well… the nose swayed to the left as he applied full power. Not sufficient right rudder

  30. Hey Dave, I lived in St. Louis for 22 years. I lived about 15 miles east of Lambert Internal and flew out of Chesterfield and the one across the river in Illinois. I now reside in Memphis and fly out of Olive Branch, MS and the Spain Dewitt in downtown Memphis. 

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