true

instablaster

facts

We are still flying the same planes from back then

Aerodynamic is still the same)

The aircraft I fly were already built when this video was still being edited.

Still informative 50 years later 😅

excellent

And this is why aircraft are getting AoA indicators

*+frog's shadow* hopefully the aids and automation do not make people over reliant or complacent. and not make them unaware of .. what it is like to grasp, be aware of things.. without those technologies or when things fail

I did it as a solo student. I used improper recovery technique, but the great handling of the Cherokee I was in saved me. 3000 hours and no mishaps later!

30,000 spins, a bit clumsy.

Nicholas Edward Hey! Watch that word “ancient”... LOL

Super pilot Very true. Also, i think you shout a lot in real life. Or why do you write all in CAPS?

Super pilot Just joking.

Super pilot But of course you are absolutely right. A skilled driver/pilot will not operate a machine but will in fact become the machine. It's a symbiosis, spirit/consciousness and machine are compatible.

Curious what was his name?

Don McCann, R.I.P. @@ryanestes7331

Thank you Convair.

Cute dog. Male or female?

EvilBonesMan_666 3yo Pittie mix...girl.

Dave Nice. She looks healthy and happy. Do you take her flying?

No, but she loves going out in the car. I've always thought having a dog in a small plane might be a hazard.

Dave Probably right. I love her color.

Always use the PARE rule... Power off, Aileron neutral, Rudder in opposite direction of stall spin, Elevator forward. In that order.

What type of ultralight? A lot of them fly very, very different from GA and you could be setting yourself up for bad habits by trying to commit GA controls to muscle memory (through a simulator especially)

@@wills.5762 I should have mentioned that I also spend a lot of time in the Dragonfly ultralight that came with the X-Plane (and yes, it is a very different experience, even in the sim). When I say muscle memory, I mean in a very primitive sense, like which way the rudder pedals work (I somehow had it backward in my mind and took a week or two to get it straight). Mainly just learning what control inputs make the aircraft do what, the basics of sidelsips & crabbing, etc.

You’re right. You have to adjust the altimeter just by itself every 1 mile or so, as pressure in the air changes by 1.00 inch hg, if you don’t change your altimeter, your altitude indicator will continue reading 10,000 feet, when in reality you’re dropping every 1,000 feet every mile, hence why you change the altimeter so you stay level

He used to be a used car salesman.

That is what he's saying. It's a figure of speech.

That is exactly what he says.

This is the best scenario for stall recovery. The nine-point stall recovery scenario Level the wings with the rudder.The rudder is the most effective control surface in a stall condition. (Even the seemingly scariest stall becomes less frightening and more manageable once the wings are level.) Squeeze the nose attitude slightly below the horizon. This may require back or forward pressure on the yoke depending on the attitude of the airplane and the current trim configuration. Use positive control, be the boss of the airplane's resulting attitude. Power up. Add full power. Clean up. Carburetor heat off, flaps up (normally retract half flaps if in full flap configuration; if in half-flap configuration, retract flaps all the way), and gear up. Note that the POH-recommended procedure and order is the final authority. Speed up. Bring speed up to VX. Anything more than VX results in time and altitude wasted and is contrary to your objective. Once you have reached VX or if you are already above VX, move on to step 6. Pitch up. Change the pitch attitude gently from slightly below the horizon to VX attitude. This attitude should be demonstrated prior to stall recoveries so the student knows what it looks like by looking outside the cockpit. Verify positive rate of climb on the altimeter. Explain how this is the only true single instrument that shows the airplane is gaining altitude. Explain here the limitations and lag of the vertical speed indicator. Verify that you have cleared all obstacles. Look outside, make heading corrections as necessary. Lower the nose to VY attitude.Continue your climb to your desired altitude. Carl Dworman Jerusalem, Israel

Andrew David Boyle He does say "pours the coal to it'. It's and old slang reference...like, A LOT of coal in a steam engine train, car, etc...It simply means adding alot of power quickly

DumbledoreMcCracken. i imagine a lot is lost in editing,

When the wings are not level, probably you are in a turn, which means the AOA is higher on the down wing. Applying full power will aggravate the AOA on that down wing which is close to stall, having just come out of the stall you were just in. So you can re-stall that wing and most likely spin it since you'll be pushing lots of air over the unstalled wing. So, nose down level wings, then add power-that will ensure control in recovery is straight ahead. Otherwise, great video that chips away at the "stall speed" myth.

+Didntwanttomakeauser Noob here -- what is wrong with that and what is the correct procedure?

+Borko Jandras The down going aileron on the wing you're trying to raise creates more drag making the spin worse. Since the wing is already stalled the aileron doesn't have enough authority to raise the wing. I was taught leave ailerons neutral, raise the wring with opposite rudder only.

+Didntwanttomakeauser Makes sense, thanks for clarifying.

Your original comment says "use ailerons to level wings in a stall". Yes. Keep wings level with ailerons in a STALL. However your explanation is for a spin. No, you do not use ailerons in a SPIN. You can use them to avoid a spin in a stall to an extent but in an actual spin, neutral aileron is required.

@J and.... people are still killing themselves by making the same damn mistakes in 2019. See Harry Bliss and Density Altitude filmed circa 1965 by the FAA.

Easier said or typed on a comment on YT but when you have your self on a situation like that its probably tougher. I don't judge I just hope I don't ever be in a similar situation. To be prepared in case it does its the best I could do.

Scott Moseley, did you really think Air France pilots need to rely on translation of old FAA vids (even as good as this one) to be certified ? The fact was that commercial pilots instructions and procedures (and not only Air France ones) emphasized mainly on avoiding, at any price, any loss of altitude, and the commonly agreed procedure was to simply add thrust to recover (providing the performance of modern powerful jet engines which have nothing in common with piston engines). Something like a TOGA procedure. This was called the "classical procedure" common to Airbus and Boeing. This way of proceeding was contrary to aerodynamics laws, but was the norm until middle of years 2010s. Thanks God it has now been totally reviewed. Since at high level any loss of altitude is not mandatory and that adding thrust could be counter productive (nose up increasing stall risk, delay, and loss of jet engine efficiency at high incidence). What amazes me is that this "classical procedure" was standard during many years. Moreover in AF447 case, it happened that some informations provided by the instruments/sensors were lacking or wrong thus incapacitating both auto-pilot and pilots themselves.

Tomm Smith See, here's where you are wrong: There's no God. Jesus et al are myth. You don't have a soul, you are a soul. You are it.

***** How is your opinionated statement argumentative to your point? Also, if I have no soul, but am a soul, how do I not have a soul? I get that you have your own beliefs, I get that I have my own beliefs, but because either of us said something does not make it a truth. I said what I said for those who it is beneficial to. If you find it not beneficial, then don't read it. If you want to converse it, lead in a mature manner and I will follow in elaboration. But don't think because you said something, that the World was just edified.