Hanging by the Prop

[201er]

I went up to altitude and tried to fly behind the power curve and do a power on stall. The pitch attitude was insanely high. I cannot fathom actually flying like this. It's actually very hard to get it to stall with the power on.

 

Then why is it that so many accidents occur this way on departure? Or is it somehow different when lower? Or a factor of acceleration? Or is it just that I wasn't at gross weight when attempting it but the accidents often are?

[BigTex]

Try doing that while doing a 60 degree 2-G turn to the right and see what happens.

[Glenn]

Try doing that while doing a 60 degree 2-G turn to the right and see what happens.

If you are silly enough to try this, please have a lot of altitude.  Just in case.

[N33GG]

Words of wisdom...

[manu damaschin]

Try doing that while doing a 60 degree 2-G turn to the right and see what happens.

 

 

It is true that the stall will be violent but 60 degree turn with pitch up is not a normal attitude anyway... On a 2G turn the stall speed increase with 40 porcent if I remember corectly...

[jetdriven]

If the airplane is at gross weight hot day and you are trying to clear obstacles, the pitch attitude is much lower than that.  Remember Patrick's crash.  Remember its only a 200 HP airplane.

[robert7467]

A lot of times, people are trying to clear obstacles and are in ground effect and think the plane is actually flying.

 

http://robertenfield.com/accelerated-stalls/

[John Pleisse]

It is also how you begin the procedure. You are supposed to decelerate to Vx, then smoothly apply power and pitch. Many begin the maneuver above Vy or even Va and end up with the pitch too high and gaining far too much altitude. In the winter, mine will hang there forever with the stall warning blaring.

 

I would not do accelerated stalls past 30 degrees bank.

[Marauder]

Get behind the power curve in ground effect and report back.

[BigTex]

It is true that the stall will be violent but 60 degree turn with pitch up is not a normal attitude anyway... On a 2G turn the stall speed increase with 40 porcent if I remember corectly...

 

We've all seen "those pilots" that take off and really rack it around thinking they're some hot-shot fighter pilot... Those are some of the folks that we read about.

[fantom]

.....Or is it just that I wasn't at gross weight when attempting it but the accidents often are?

 

More likely the factor was you planned what you were doing, and you were practicing at altitude. Try that in the pattern, near gross, with attention diverted, and you won't get a second chance.

[Alan Fox]

Mike , that is not a very smart thing to do , That is how I ending up in a spin , and it wasn't pretty ........Please learn from my mistake.....enough said......

[M016576]

Really, it's all a function of AoA. A stall occurs at the same AoA with 10 degrees nose up, 0 pitch attitude, or -5 degrees pitch attitude... It all depends on what your conditions are to drive your AoA above stall threshold ( backstick tends to be how we GA pilot types commonly think about it, but maintaining constant backstick while pulling power, or entering an angle of bank works just as well). Don't need to be nose up to stall though....

[schule]

The next time you have a CFI with you have them show you a TRIM STALL from the CFI PTS.  You will find out what can happen if you get distracted on a go around/missed approach and Spatial Disorientation sets in.

 

-Mark

[201er]

Hey Brett, what about that ride Sunday?

[Lood]

The fun starts when you start turning ...

[Marauder]

Mike -- to answer your question about "why so many accidents happen this way" -- because they do! You don't need to be overloaded or at gross to be putting your hand in the mouth of the alligator. The right atomospheric conditions, improper CG, wing loading, over confidence and complacency are just a few more factors that cause the alligator to clamp down. When it happens to you and you live through the ordeal, you learn to stay out of the pit. Now get out of the pit!