Stall Recovery

So now that we've had a few fatal air carrier crashes we're re-thinking how we train stall recovery...?

From the FAA Publication: Pilot's Handbook of Aeronautical Knowledge (PHAK)

It's about time.

Here's what the PHAK says about stalls:

An aircraft stall results from a rapid decrease in lift caused by the separation of airflow from the wing’s surface brought on by exceeding the critical AOA. A stall can occur at any pitch attitude or airspeed. Stalls are one of the most misunderstood areas of aerodynamics because pilots often believe an airfoil stops producing lift when it stalls. In a stall, the wing does not totally stop producing lift. Rather, it can not generate adequate lift to sustain level flight.

So the wing doesn't suddenly stop flying -- rather, it flies less and less well until it can't support the airplane.

I've been perplexed by the FAA PTS standards for stall recovery for a while now. Here's an extract from both Private and Commercial Pilot PTS:

Recognizes and recovers promptly after the stall occurs by simultaneously reducing the angle of attack, increasing power to maximum allowable, and leveling the wings to return to a straight-and-level flight attitude with a minimum loss of altitude appropriate for the airplane.

This is the ideal method of recovery but not necessarily the best way to train.

Why?

Most student pilots have expereince driving cars. Push the throttle to go faster, release to slow down. The airplane throttle effects are not as simple. One clear difference is change in airflow over the inboard parts of the wings and tail with and without power.

So the student learning about stalls equates power with recovery, which tends to confirm a wrong thought -- that increased power equals not stalling, and that only power can recover, and that stalls are somehow related to the application of power.

I propose a more simple progression:

1. Power to idle stall and recovery using only changes in Angle of Attack to cause the stall and recover from the stall. This exercise continues until the student understands the relationship between flying and not-flying and Angle of Attack. Power is not part of this equation until AoA is understood.
2. Power to idle stall, power added as Angle of Attack is reduced. Once the student understands AoA, then we can introduce power as a vector in the AoA equation.
3. Power on stall and recovery.

Some will complain that we'll confound student's in that the Law of primacy will be broken.

So what? The current primacy we're teaching is inculcating a flawed understanding of stalls and recovery. My proposal re-sets the student's experiences with stalls so that Angle of Attack becomes the control over stall/ not stalled.

Here's an excerpt from FAA Advisory Circular 61-67C (Change 1)

105. STALL RECOVERY. The key factor in recovering from a stall is regaining positive control of the aircraft by reducing the AOA. At the first indication of a stall, the aircraft AOA must be decreased to allow the wings to regain lift. Every aircraft in upright flight may require a different amount of forward pressure or relaxation of elevator back pressure to regain lift. It should be noted that too much forward pressure can hinder recovery by imposing a negative load on the wing. The next step in recovering from a stall is to smoothly apply maximum allowable power (if applicable) to increase the airspeed and to minimize the loss of altitude. Certain high performance airplanes may require only an increase in thrust and relaxation of the back pressure on the yoke to effect recovery.

 (Emphasis mine)
Notice how power is used to "increase airspeed and minimize loss of altitude." This makes much more sense and fits into the proposed training emphasis.

A neat site with information about Tommy Smith, who attempted to cross the Atlantic in a 1938 Aeronca Chief (50HP)

http://www.geo-met.com/tommysmith/index.html

Thoughts on Flying Old Airplanes

More than one pilot has done a double take as they have watched me taxi by in the Chief. Of course the cowling doesn't exactly match the fabric, there's some grass stains on the struts, and the four cylinder doesn't  exactly sound turbocharged...

There's even greater look of shock when they look inside the cabin and see the minimalist Art Deco gauge set coupled with rather cramped quarters, a single seat belt, and exposed control cables.

I suppose I did the same the first time I flew in a 1942 Taylorcraft. It had been restored as warbird and had all the spartan beauty the Army embraces. There was lots of exposed stuff and a very clear understanding that we were actually flying, not merely observing from within a sealed container.

That difference -- direct versus insulated experience -- is at the root of flying for me now. Before I was a passenger, directing the airplane (sometimes well), but insulated from the sky by sheet aluminum, fire-retardant insulation, leather, fabric, headphones, and gel ear seals.

It's very similar to cars and motorcycles. Those of us who ride are usually surprised at the risks people take just because they are "safely" enclosed in a protective cage.

The curtain's been yanked and now I'm aware there is not much between me and the sky -- the floorboards are 3/8th inch basswood and under that, Stitts PolyFiber. After seeing the engine apart on the stand, I realize how many interconnected parts must function in order to provide the energy required to stay aloft.

Knowing more is not always good for those of us with overactive imaginations. I hear noises, feel rumbles, and see fluctuations that probably aren't there. I don't know how to fix it except pay as much attention to indications that something is amiss and continue a good maintenance plan and keep looking for emergency landing fields.

But there's a certain sense of accomplishment and joy that comes from flying low over open farmland, alone but for the steady rumble of the short-stacked four cylinders firing only a few feet away and the steady hum of air on, over, and under this old airplane.

Lancaster County November Flight

Today (Saturday November 26th, 2011) I was able to take the Chief up for a nice local flight over Lancaster County. It was a beautiful late November morning -- winds were still, few high clouds, good visibility -- the sky beckoned.

I pulled the airplane out, backed it up to a tie-down post, then used the Lycoming O-145 Ops manual recommended cold start technique: four shots of prime, six full rotations of the prop, check chocks and tie down, mags hot, throw prop -- chugga-chugga.. it started!

After a few seconds of cold stumbling she started running smooth and RPM climbed. I pulled it back to 600 RPM, untied the tail, pulled the chocks, climbed in, and taxied to runway 28. The runup showed 25 RPM drop on each mag, 50 RPM drop with carb heat -- great! Roll out to center, apply full power and climb out.

Yellow line shows Takeoff run -- airborne in 700' or so...

Early Morning mists

 Some days the air is smooth as liquid butter, and this was one of those days. I climbed to 1200' (800' AGL or so) and leveled off, with no particular destination in mind. There were a few patches of mist clinging to the valleys, but here above the air was clear.

Lancaster County from 1000'

I flew south towards Willow Street to stay clear of Lancaster airport airspace and approaches and also to avoid congested areas near Lancaster City. Once southwest of Willow Street I headed towards the river. I had the Garmin 496 GPS on board and while my indicated airspeed was 80 MPH, ground speed was 63.5. There was a definite southerly flow aloft but it was dead calm at the surface.

The Susquehanna here is wide and shallow, yet we've had some much rain this fall the water is as high as it normally is in spring. I flew along the northern shore past Washington Boro and along River Road.

Washington Boro on the north bank of the Susquehanna River (looking northwest in this picture)

I did a low pass over McGuinness field (8N7), just on the western edge of Columbia. I'll call them and confirm it's OK to land but the low pass revealed a nice wide runway with a carrier deck departure view off the far end of 26 about 100' above the river.

Columbia, Pennsylvania (McGuinness Field is just under the left strut)

I headed north and a bit west over the small ridge that runs parallel to Route 30. I flew over Mount Joy, did a couple of orbits, then headed for a small field just east of our place. I've never seen an airplane there and it's not on the charts but would work for me as long as the air wasn't too warm.


I was running low on time so flew back towards Millersville, then over West Lampeter before joining the pattern at Smoketown. The landing on the turf was passable but I taxied back and took of for one more pattern to make  proper landing. The second landing was better, and shorter.

Landing on Grass (Yellow line shows touchdown target and stopping point - 560' total)

 

The Lampeter-Strasburg School Campus

It was a great day to fly, and I am glad I was able to got up for an hour and 15 minutes before the day's errands.

L-S and Village Road, West Lampeter, PA

West Lampeter Fairgrounds

Farmland south of Lancaster

Millersville, Pennsylvania

Willow Valley Resort

The Crest at Elm Tree Apartments (where we live)

Shopping plaza in Mount Joy just south of our apartment

Mount Joy, PA (Looking north)

Lancaster City

Wet and Grey

Today dawned wet and grey and it never changed. There was no point going to the airport so I went for a lunchtime 18 mile bike ride in the rain. I haven't been hunting in a while so it's nice to be reminded how miserable it can be outside.

I'm building a to do list for the airplane and hangar:

Airplane

• Replace cowling
• Touch up engine paint
• Paint Lycoming and L high heat white
• Replace floorboards
• Overhaul and balance prop

Hangar

• Move all storage items into bins
• Set up shelves along hangar walls
• Set up table and map area
• Set up tool chest and maintenance area

Wash and Dry

This afternoon Janet and I went out to the airport and I gave the bird its first wash since Oct 2010. Rick and Curt came by to clean up the 150. They agreed that the best way to dry off the Chief is to fly it, so I preflighted, propped, and rolled down the taxiway.

I took off, kept the pattern super tight, did a low pass at 90 MPH 15' off the deck, and zoomed climbed back to pattern altitude.

N24286 climbing off runway 27 atS37 (Rick Miller photo)

Then a slipping, descending 180 from downwind, skimmed 30' over the the road at the end of the runway, slowed to 45, held it off, and gently rolled it onto the grass.
All for maybe a gallon of gas. This is one fun airplane!

More Work Complete

N24286, 1940 Aeronca Chief (65-LA).

Last year we focused on the airframe and installed a new windscreen. This year the focus was on the powerplant. All engine gaskets were replaced, all engine tolerances adjusted to factory spec, all engine mounts replaced, all components inspected and cleaned, sandblasted the heads, cleaned re-gapped plugs, replaced old SCAT tubing. We also installed new exhaust manifolds.

So next I'll tackle the cowling and interior. Hopefully I can find a good provider of soft aluminum and someone with skill on an English wheel to make up a new cowling, and see if Airtex even has an interior kit for this model Chief.

Flying East!

Yesterday I delivered the 205 to Scranton/ Wilkes-Barre for the new owner to conduct a pre-buy inspection. I'm sure everything will be fine so that was likely my last flight in N8104Z.

N8104Z, 1964 Cessna 205 (IO-470) Ready to leave KVVS

I can't say I will miss this hangar -- the doors are insanely hard to open and close!

A little fuzzy -- it was about 20 degrees out, Janet was cold, and I was running late!

The confluence of the Susquehanna (North and West Branches)

Nice tailwind!

We stayed here Wednesday night!

He had to shuttle me back west, though, so I landed at KWAY and bid the bird farewell.

On the ramp at KWAY

Leaving KWAY (this is 1000' down the runway)

Nice climb (200' up halfway down the runway)

Then I headed over to John Strope's hangar where my airplane -- N24286 --  was sitting, looking nearly ready for flight.

Waiting to Fly

Original Panel and Gauges

 But first I had to put all the inspection plates, floorboards, and wing root fairings back in place. Re-assembling the whip antenna took the longest -- it takes three hands and you have to reach over the wing, so its not the easiest job. We also finished hooking up the air hoses and reset the cowling (it consists of four flexible aluminum pieces that have the be coaxed into position).

After two hours we pushed it out and started it up. It took a few throws but she finally came to life, running smooth and strong (relatively speaking, of course!) I took her around the pattern twice and all was in order. I went round on the first landing as I was a bit fast. I shouldn't have worried, though, as on the next landing I learned how soft the ground was! It was still fairly moist from rains earlier in the week.

We put her into a temporary hangar, hooked up the Deuce engine heater Bill had given me, and drove up to Washington, PA where Janet nd I spent the night at the local Hampton Inn.

We rose early this AM and headed back south on I-79 to Waynesburg. By the time I pulled the airplane out and had her loaded up and ready to fly it was 0750. I used my proven starting technique: 4 shots prime, rotate the prop 6 times (to evenly distribute fuel in all cylinders), mags hot, throw prop. On the second throw she started up. The cold-running chugga-chugga was replaced by an even putt-putt-putt. John said some of the valves were way out of adjustment. They'll all set to factory specs now.

I closed the hangar doors, untied and un-chocked, and climbed aboard. It was not quite as cold this morning as it had been yesterday -- clear evidence winds wee from the south. The high pressure that dominated our area was about to move east.

I checked flight controls while taxing to runway 27. The radio seemed to work but it was quiet. Runup had the normal 25 RPM drop on each mag and slight drop with carb heat. I checked the trim, announced that I was taking off to whoever might be listing, added throttle, and felt the airplane start rolling.

The tail came up and soon the earth was dropping away. I saw Janet watching from the car so I gave a little wing waggle. RPM indicated about 2300 -- as expected on takeoff. I flew past I-79, then began the left turn for downwind -- so far so good. A quick check in level flight indicated 2550 RPM and 85 MPH. Good, let's go.

New Salem, Fayette County, Pennsylvania

I set up an on-course heading of 100 degrees to correct for the southerly winds and maintained a steady climb at 65 MPH. Soon Fayette county was underneath. I spotted our house in New Salem just under the left wing. Soon Uniontown was ahead and I knew that the wind correction angle was too much. I headed towards the gap in the ridge near Connellsville and leveled off at 4000'. The engine was running steady and airspeed was indicating 82-84 MPH in level flight with 2450 RPM.

It's been 20 minutes, 57 seconds since startup. I took off 15 minutes ago and am still climbing to clear the ridges east of Connellsville.

Connellsville Airport (KVVS) from 2100' AGL. Route 119 is just to the east

The Youghiogheny River runs through this gap in Laurel Ridge

The miles were ticking by and I was ahead of schedule. The winds were more westerly than forecast which predicted a southerly flow so I had to keep adjusting back to a 090 heading. Soon Somerset came in view. I listened to the AWOS and winds were 240 at 5, so I planned on landing on the pavement for the first time in many months.

I descended at a steady 90 MPH and entered the pattern at 3300'. I turned base to final and clearly the winds were significant up here. I added power to reach the field, and gently touched down on runway 25 and had to taxi a while to the fuel pump The lineman helped me out but there was more fuel in the tank than I realized and so it only took 4.15 gallons, with 1.5 flowing over the cowling. Oh well.

Ready to prop at Somerset County Airport. The aluminum tape below to prop helps reduce the cooling blast on the oil pan, allowing the engine to run warmer and produce more heat for the cabin!

The lineman said he couldn't give me a prop, so I pulled it over to the fence, tied the tail to a fence post, chocked the wheels, and primed it once. A quick flip and she was rumbling strong, but the throttle was a bit more advanced than I planned and I had to quickly reach in and throttle back -- she was ready to go!

Winds were 240 @ 10 now and after the long taxi down and a quick runup we were quickly airborne. I turned east not far past the airport edge and continued climbing. There were a couple of more high ridges to the east, the first with dozens of tall windmills. A steady climb at 70 MPH had me at 4500 feet in smooth air enjoying a significant tailwind. I turned on the Garmin 496 on the shelf behind me and it soon indicated a groundspeed of 100.1 knots!

But I didn't need the GPS today -- the air was spectacularly clear, with just a hint of haze.

The Flight 93 Memorial site, just east of Somerset.

Miles of valleys and ridges

Shawnee State park (Just west of Bedford, PA)

The mighty Lycoming O-145-b2, built in 1940, pumping out 65 horses (or so) at 2500 RPM....

Bedford, PA and the Pennsylvania Turnpike

Bedford Airport (KHMZ)

Forested Ridges east of Bedford, PA

2450 RPM, 83 MPH at 4200' MSL 29 minutes after startup at Somerset

The Sideling Hill Service area on the Pennsylvania Turnpike (I've stopped here far too many times...)

The easternmost tunnels on the Pennsylvania Turnpike

The last ridge, Blue Mountain

The Pennsylvania turnpike heading northeast towards Harrisburg. My route was directly east over York, PA

I maintained my heading and intercepted the turnpike a bit south of the planned point, so I followed it north and then turned to 110 degrees for a straight line home. I was going to descend to 2500' but the tailwinds were up here, so I stayed at 3500' until the Susquehanna river, just east of Three Mile island.

I could see Lancaster city in the distance and pointed the nose down a bit, maintaining a steady 90 MPH. That ended when I reached 2000' -- it was very rough, and I was working full time to keep the wings level. The winds were from 210 or so up here and rolling up over the hills along the north. I climbed back up to 3000 where it was still relatively smooth.

I switched to Smoketown CTAF and heard a few folks in the pattern. I lined up with Route 30 which runs east north of Lancaster and spotted the runway about 12 miles away.

I reduced power to 2000 RPM and trimmed nose down to establish a steady descent to pattern altitude. The air was unstable, but not as rough as near the river. I kept it in tight, did a slipping left hand turn and rolled out lined up for 28. I offset to the left a bit once I had the field made and aimed for a spot just past the ditch on the eastern edge of the field.I was a bit fast on final but getting tossed around pretty good until I levelled off about 5' above the grass. A smooth touchdown followed by a steady deceleration and meant I was home. Whew.

Red line is landing distance on the grass at S37 (500 feet)

I passed a couple of guys who watched me roll by the fuel pump, crossed the runway and taxied over to the new hangar and shut her down.

Centerville and Route 30 near Lancaster

City of Lancaster, Pennsylvania

Ready to be put away

See ya next time!

Smoketown Airport (S37), East Lampeter, PA

2.3 hours, 185 nautical miles traveled, 7 gallons of fuel (not bad!). The battery powering the handheld worked fine (I did a radio check 10 miles out from Smoketown and was Loud and Clear). I had the Garmin 496 on after I left Somerset and checked it to confirm position and groundspeed every 15 minutes or so and it used about 10% of its charge. I had a solar trickle charger on board but didn't need it.

This was my longest flight in the Chief and while I'm gad I did it, I'm not anxious to fly that far in this old bird again. It's cramped, noisy, and gets tossed around with the slightest turbulence. And it's a bit worrisome to fly over miles of desolate forest tracts with a single engine that has failed in flight once before.