I always stress the load factor curve ONLY applies to level flight, to my students. Definitely something I see taught wrong far too often.

Expert explanation. This video should be mandatory viewing for every student pilot.

Excellent discussion! My airline has an extensive training module on this subject that goes beyond the FAA-mandated training for upset recovery. Your teaching here is entirely consistent with our training.

I know we are trying to keep this simple to understand but faster airspeeds allow for higher wing loading and more G. So what we are doing when we lower the nose in the pattern is unloading the wing AND we are also increasing airspeed which allows the wing now to sustain a higher loading before stall. Both are beneficial in avoiding stall/spin.

I’ve done my UPRT course on a Pitts Special recently and it gave me so much knowledge about spin recovery and other recoveries

Awesome video and demo! We learned for our PPT, that on final, you can control pitch with prop. Every airman learns that but it does feel more natural to pull back on the yoke to control the nose and that can get us killed. Thanks for the refresher!.

caution on "nose-low" statement, "load" is the important part. Be mindful of back pressure and load on the airplane during all maneuvers. Remember you can still achieve an accelerated stall "nose low".

I've never flown but this makes perfect sense.

Keep in mind that neither low airspeed nor high bank angle causes a stall.. Only a high angle of attack causes a stall an that is regardless if you are upside down, if you are at 2x the minimum speed shown on the airplane or if you are pulling up from a dive, wings level. The correct action is to unload the wing as shown in the video. At a load factor of 0g you continue flying just like a ball that you throw. You won't maintain altitude but you also don't stall and spin.

I've always felt that a steep turn (the ACS maneuver) is a terrible influence on private pilots. It gives them an idea that the best way out of a tricky situation is to bank a lot and pull hard. Then we wonder why so many people die trying to turn their airplanes around. In reality, the best way out of almost any situation where you need to turn around is to bank and accept the altitude loss by not pulling. If you don't pull - not much can happen to you. This video demonstrates that point very well, thank you.

You are such a gift to all aviators out there. Thank you.

Descending turn stalls fully configured for landing should be practiced regularly.

When I was learning Basic Fighter Maneuvers for a in an old (late 90s) WW2 combat sim, i remember trying to read flight envelope charts that IAS requirements for certain amount of g’s, which was important to manage your turn rate and radius. In a way that introduced me to energy management, and in the plane had only two ways to keep the airspeed up in a maneuver: throttle up or descend. I still think about this all the time in civilian flight and sim.

I like your videos, they're well presented and good narration. I'm learning a lot. Thank you.

Amazing advice. Love your videos!

Excellent advice, beautifully explained too.

Excellent video! Thank you!!!

Brilliant explanation and thank you for this video

My ground school instructor said years ago "we teach you bad habit by letting you stall the airplane, but I am asking you, once you get your pilot license, forget what we teach you to stall the airplane"

great video and excellent topic to discuss.

Thanks again.. You are a blessing

I suggest every pilot invest in an emergency maneuver training course in an aerobatic airplane, with an approved curriculum from a trusted flight school. Another term for it today is 'upset training'. Whether you are a student pilot or a veteran, any misunderstanding regarding the topic of this video will probably be clarified. Well worth the money and time.

Amazing video and knowledge sir and am doing my A320 type rating soon

Great video! I want to make one comment...hopefully useful. The maneuver @3:10 performed at only 1,300 feet AGL??? Not much margin for error. I get that you weren't 'planning' on stall/spin (In fact demonstrating that it would not occur) but just in case something unexpected would happen...that's cutting a recovery very close. As student pilot, I was taught that 1,500 AGL as a minimum starting altitude for steep turn maneuvers is prudent. I add this comment for any student pilots watching this.

Bravo! You have a new subscriber!

One more clarification: Instead of thinking about stall 'speeds' think about stall 'stick position' Stalls occur at a critical angle of attack - angle of attack is controlled by the stick/yoke position -> the stick position controls stall. You can remain unstalled in any aircraft even with the nose *high* and *low* airspeed, so long as you are not pulling the stick back past the stall stick position. This video hints at that, saying to lower the nose, which is akin to saying push the stick forward of the stall stick position, but any aerobatic pilot knows that you can stall even with 120kts and pointing directly at the ground - the stick position determines stall. I think this is an important video, I would have made it differently, but its closer to the truth. I tried to explain this in the mentour pilot discord, only to have 30 people gang up on me to tell me that 'they'll use the stall speeds that have kept people out of the dirt for the last 100 years', however, as you said in the video 'each year loss of control is cited as the number one cause of GA accidents'. Clearly its important to understand the true cause of stalls, and how to prevent it.

Excellent!

Pedantic alert! KEEPING the nose low does not unload the wing. If the nose is down 10 degrees with the wings level, the wings are loaded at exactly 1G, by definition. It's the DROPPING of the nose that unloads the wing. While the nose is dropping, you are at less than 1G, but once you hold the nose at any constant angle, you're back at 1G. In steeper climbs and dives, the pilot will feel a change in G's as the plane accelerates and decelerates, but that has nothing to do with G's in the plane of the wings. So if you want to unload the wing, let the nose continue to drop. Obviously, this is only useful for so long until you turn into a lawn dart :)

This is dope!

Excellent! So we’ll stated

Every airplane has a built-in angle of attack indicator… it’s called the YOKE

Because you can’t stall if you don’t pull. It’s important to have that down deep in your head and your muscle memory.

how does the load factor gauge measure? by wing flex displacement? or some kind of accelerometer and preset weight calculation?

I need a video on ' straight in landing

Saving lives

correct me if i'm wrong ( I'm not a pilot). when banked at 90 degrees there can be no vertical lift from the wings, so pulling back on the stick will not hold altitude. But it will load the wings to go in a circle, slowing the plane at the same time. Meanwhile, the plane is falling due to no vertical lift. I suppose that at some point the forward speed could drop to the point that its not possible to recover - unless the plane is pointed towards the ground (left or right stick depending on which wing is lower ?). If in a flat spin ( and I don't know how this develops), I suppose there is not enough wind over the control surfaces to change anything?

In military flying training, aeros and spin recovery are introduced very early - before even going solo according to the syllabus I followed. More to the point, we did groundschool and passed our theory tests before starting in the airplane so nobody should have got flying with such a misconception, although it would not surprise if a few did.

I always shallow bank in the pattern with tiny extra speed

Really good advice. Every pilot should do spins with an instructor and practice them--they should be required for PPL and maybe in complex aircraft as they are for commercial. Also, I think practicing slips (without flaps--keep the nose down) is also great practice in an overshoot situation. We do this in taildraggers and it can be done with most GA aircraft (read the POH) . Seems much safer than trying to bank back into alignment on an overshoot. Not sure why this is not taught. 😂. Seems like it would save lives.

Good day Could you please make videos about Communication what to say and what to expect because there’s no such a content on YT

You can still do 60° steep turns guys and not stall if you use adequate power.

Going to ask my CFI to demonstrate a spin next time we go up.

I'm the luckiest pilot on earth, why? Because I was trained by an experienced ag pilot who shifted my learning towards understanding the relevance of the stick /yoke AOA and stall stick position. Since then, when flying slowly or manoeuvring hard i rarely concern myself with anything other than where is my stick in relation to the stall stick position, which never moves regardless of airspeed, bank angle, skidding , load, none of which alter the stall stick position. It's that simple.

Ok, the plane won’t stall in a 90 degree bank if you don’t pull on the elevator, but your passengers are going to kill you for scaring the crap out of them. If you don’t pull on the elevator in a steep bank, the plane will simply lose altitude and not turn, so why would you do that? Why not keep the bank angle reasonable and just say “Unload the wing by not pulling too hard on the elevator.”? I don’t see the point of making this video.