Advanced Stalls

In which I learn about more types of stalls, fight the Jabiru to make it stall at all and experience a wing-drop.


Today’s mission was advanced stalling.

I preflighted 4929, we jumped in, I taxiied us to 18 and did the takeoff from 18R.

We climbed straight up then around to the left to head towards the north of the field, up to 4000ft. By 3000ft I had it nicely settled in the climb so took my hand off the throttle and just rested my elbow on the door…I rather felt that things were going too well, just sitting there flying with one hand all casually!

We levelled off at 4000ft and J took control to demonstrate the first type of stall. First we were going to revise the type of stalls we’d done previously, power off stalls in clean configuration (flapless). We went over the HASELL checklist – Height, Airframe, Security, Location, Lookout – then did a clearing turn. He demonstrated one stall then I took over to try a few. It’s pretty hard to get the Jab to stall at all and when it does it’s pretty benign. I commented on that to J and he was like “Yeah, the stalls in the Jab are, excuse the expression, pretty girly” 😛

We then moved onto to stalls with flap. The addition of flap means that the stall speed will be lower but the airspeed will decay faster. Additionally, the nose attitude will be lower because of flaps. The recovery from this kind of stall is the same as for a stall in clean configuration except once you’ve established a positive rate of climb you need to raise the flaps.

The next stall we worked on was a power-on stall in clean cofiguration. In this situation, the power is reduced to about 2000rpm and as you reduce the power you raise the nose. The stall speed will be higher because of the power, but the speed decay will be slower. The nose attitude will also be lower than in the power-off configuration.

J took control here and managed to convince the Jab to do a wing drop. This is where one wing stalls before the other so one wing drops because one wing is producing more lift than the other. When the wing drops, the nose yaws down, the aircraft rolls and you start heading down towards the ground. To correct it you immediately ease off the backpressure to unstall the wings, add a bit of top rudder to keep the aircraft in balance and then use a slight bit of aileron to roll the wings back level. When putting the aircraft into the stall, particularly the power-on flapped stall where it’s most unstable, the books suggest keeping the wings level with rudder. J advised against this and said that is essentially putting the controls into a pro-spin configuration, it’s better to use a small amount of aileron to keep the wings level. The wing drop was FUN, you put it into a stall then it suddenly yaws and rolls down to one side – it actually feels like something happens unlike a Jab stall. This is more like what would happen in a proper stall rather than the wimpy (I refuse to say ‘girly’) Jab stall. If you don’t unstall the wings after a wing drop then the aircraft can roll inverted, which (unfortunately) we weren’t allowed to do today! I tried a few times to get the aircraft to do a wing drop but didn’t have much luck.

The final type of stall we worked on was a power-on flapped stall. In this situation, the stall speed would be lower because of the flaps but higher because of the power, so they basically cancel each other out. Also, the nose attitude will be lower because of the flaps but higher because of the power so they cancel each other as well.

We basically spent the mission doing a few of each type of stall. Each time I really had to fight to get the plane to stall at all. Even when the stall warning was going, the Jab was barely stalled and recovery wasn’t particularly difficult.

One issue I was having near the end of the mission was letting the plane climb when entering the stall. I need to work on keeping the plane flying straight without climbing when entering the stall.

We headed back to the field and joined the circuit on crosswind. It was a bit more bumpy at circuit altitude and I had some problems trying to hold the altitude. I did a flapless landing on 18L but had a bit of trouble trying to correct for the wind which was causing us to drift to the side of the runway. Overall the landing wasn’t too bad but not one of my best.

Next mission the plan is to do some more stalls and revise steep turns. After that we’ll start working on forced landings. Things seem to be moving faster now I’m out of circuits, I need to get on and learn my BAK so I can sit the test!


10 Responses to Advanced Stalls

  1. Flyingninja says:

    Great report! The stalls I found are not that easy to induce. You can pitch up until the buzzer goes off but all that dramatic downward spiral stuff can so easily be righted I found. I’m told that the newer aircraft these days almost have the stall engineered out of them so the plane is really fighting you all the way to NOT stall. But learning stall recovery is very important because one just never knows. Keep posting. Oh yeah, thanks for the tip about Vox. I’ll keep it there for now.

  2. Darky says:

    Yeah, with the Jab the stall warning is going off like crazy and it still won’t stall. It has been pretty much designed out of it which is supposedly good but really annoying for training. It took a fair bit of convicing to make it do the wing drop – but it was worth it! 🙂

  3. Corey says:

    Aviation = weird. Was told by every instructor I’ve been up with to NEVER, NEVER, FOR THE LOVE OF GOD, NEVER use ailerons in a wing drop. And this really is one thing you don’t want to have to figure out yourself….

  4. Darky says:

    Maybe I was misleading. I was told that to keep the plane in balance when entering the stall, you can use a SMALL amount of aileon to keep the wings level. When the actual wing drop happenes, you push the stick forward to unstall the wings before doing anything else, use top rudder to stop yaw and then (I think) use ailerons to level the wings after they’re unstalled.

    Clearly I will have to check this next mission because now I’m confused too 😛

  5. Tomo says:

    Using ailerons to roll level ‘once’ unstalled is the way to do it. Once the aircraft is unstalled, it is an aircraft again… so fly it normally.

    Using aileron to pick up a wing drop when stalling is, to say the least ‘not ideal’. Actually it will make the wing drop worse, so in our situation, its not much point in doing it. In some aircraft using aileron will flick you up side down and all sorts of weird stuff can happen. But to avoid confusion, it does depend on how ‘big’ the wing drop is, or how stalled you are. In a full stall, aileron ain’t gonna work, only make it worse if used. But the tail is still flying, so using rudder is the only way to effectively help you.

    Flying along in a complete stall, (will be descending like mad though) you can control bank angle completely with rudder. Does make sense, lets say the left wing is dropping, means the aircraft must be yawed to the left (ie right wing going faster, left wing slower), so put in right rudder to yaw the aircraft the other way, causing the left wing to speed up, and or balanced flight is once again maintained. Both wings are giving/loosing the same amount of everything.

    Using a teeny bit of aileron mayen’t be a problem to fix small wing drops, but I myself in a fully stalled configuration wouldn’t do it. But your instructor would know, so do what he wants. Wouldn’t hurt querying it though.

    Great work, keep it up!

  6. Darky says:

    Yeah I think I was a little unclear in this post. That’s what I get for waiting 6+ hours before writing the post!

    I will definitely check next mission but, as far as I can remember, I wasn’t advised to use aileron once the wing has actually dropped (at least not before you unstall the wings with forward pressure) just that when entering the actual stall (raising the nose etc) you can use a smidgen of aileron to keep the wings level then.

    • Tomo says:

      Yes, that sounds right… use ailerons to keep wings level until you are pretty much stalling, which in a Jab is pretty hard to tell, also if you use ailerons, don’t forget rudder!

      Get him to demonstrate what it does when using aileron to correct a wing drop when completely stalled. I will surprise you.

  7. Darky says:

    I dunno, he mightn’t dare if it means we end up inverted or something cos then I’ll be doing it all the time! 😛

    More seriously, we’re going to have another stab at stalls (as well as steep turns) tomorrow so hopefully I can get it to do a wing drop myself and revise how to get out of it. 🙂

    • Tomo says:

      Mmm… yeah… shame you can’t do aero’s in RA!

      If you have trouble getting it to wing drop… I’ll come flying with you anytime! Reason being, it means you are flying it ‘balanced’. Remember in reality you don’t won’t it to do that!, to cause a wing drop, just put in rudder, rather lots is needed in the Jab to make it do it, but it will!

      That’s when flying drifters is so much fun… you can ‘feel’ what’s happening!

      Have fun 🙂

  8. GraemeK says:

    We always had a lot of difficulty getting the Jab to drop a wing – lots of rudder work by the instructor at the stall would sometimes work, really an incipient spin entry.

    Also, the washout on the Jab wings means they’ll stall inboard first, so the ailerons will remain effective. The Jab manual says “all controls are effective up to and completely through the stall”. I suspect the reason they teach rudder to pick up the wing is that not all planes are as docile as the Jab in the stall, and one day hitting the rudder instinctively will save your life ……

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