This blog presents some challenging flight maneuvers that build greater pilot proficiency, confidence and flight safety. It is essential to break out of our daily “comfort zone” or we will react incorrectly – with the well documented “startle response” – when forced into an unusual attitude by surprise circumstances. Accident statistics reveal that unprepared pilots are vulnerable to the persistent Loss of Control in Flight (LOC-I) accident. If you are a CFI this is the CFI-PRO™ toolkit from the savvy veteran instructors that result in superior pilot performance and safety.
Professional aviators are now required to practice “envelope extension maneuvers” by regulation. GA will benefit greatly from a similar commitment to advanced proficiency. This training is not aerobatic and can be flown in any GA plane at your home field. Similar to “day one” in upset courses, these maneuvers are extensions of familar flight training (“push the envelope” a little). If these are presented correctly by a professional educator in a challenging but non-threatening method, pilots enjoy these new maneuvers and thrive on the increased proficiency. These maneuvers are the historical tools of savvy educators and made available again through SAFE CFI-PRO™ This is territory where straight-up “scenario-based training” never ventures.
An earlier blog described effective maneuvers for initial flight training; specifically to build yaw-canceling skills with the rudder. These are a good warm-up to “tune up” and get the feet moving if your skills have atrophied. For the more proficient pilot, this blog will present some more stimulating “envelope extension” maneuvers to build (or restore) advanced skills and expand a pilot’s “comfort zone.”
When I ran a flight school, I often used “steep turn reversals” for pilots who had just completed instrument training and were beginning commercial maneuvers. After 40+ hours of instrument reference and “standard rate/smooth” it was necessary to get the eyes outside and “yank and bank” to restore lost pilot skills. The “Triple A Stalls” prove basic physics to pilots and are useful for building up confidence and control skills. These maneuvers not only build LOC-I protection through “envelope extension,” they are also “aerodynamically educational.” They should only be flown dual with an experienced, PRO-fessional CFI.
“Steep turn reversals” begin with the simple well known private pilot steep turn at 45 degrees of bank maintaining altitude and airspeed with a crisp rollout on a defined outside reference. I encourage pilots to fly this maneuver without trimming so they can feel the load “lifting” their plane through the turn. Once this is proficient, roll in 60 degrees of bank for 360 degrees of turn and reverse on the starting point into a 720 degree commercial maneuver. Then progressively shorten the turn duration to only 180 degrees and eventually 90 degrees of turn. To make these work, full deflection of the ailerons (and lots of rudder) make a very crisp maneuver. And thought his is entirely non-aerobatic by definition, it is a maneuver many Upset Training Programs utilize on “Day One” with the stated purpose of waking up the feet and restoring aggressive pilot in command control.
Another very useful (and aerodynamically educational) maneuver is alternating, turning power off stalls with “angle of attack recoveries” (“Triple A stalls”). Pilots flying this maneuver will benefit greatly from a “chalk talk” to understand (and trust) that lift in a coordinated turn is equal on the wings. Flying the maneuver demonstrates the applied physics from the chalk talk.
To perform “Triple A stalls”, climb to a safe altitude, bank 30 degrees, and increase AOA into a power off stall . Recover with only AOA reduction (unload pitch – no added power). Continue this through alternating right and left turns, building the muscle memory (and confidence) to unload the wing recovering the turning stalls with just pitch. Once alternating AOA is proficient, try a more aggressive secondary stall on a couple recoveries (it will stall with the nose much lower) and recover just with pitch reduction (very low attitude). All of these should make a true believer out of your client that a plane can stall at any speed or attitude; priceless!
Pilots who embrace these “extended envelope” maneuvers are less likely to be surprised (and become LOC-I statistics) if they are ever forced out of the “7% comfort zone” by weather or turnbulence (no startle/freeze-up). More to come on this next week as we roll out more of the CFI-PRO™ workshop extended maneuver catalog. Fly safely (and often)! Please comment and contribute your favorite maneuvers?
Our SAFE CFI-PRO™ workshop covers the whole extended envelope catalog and application to both initial and recurrent training. We also cover “client-focused” flight training to combat the 80% drop out rate in initial flight training.
Join SAFE to support our safety mission of generating aviation excellence in teaching and flying. Our amazing member benefits pay back your contribution (1/3 off your ForeFlight subscription)! Our FREE SAFE Toolkit App puts required pilot endorsements and experience requirements right on your smartphone and facilitate CFI+DPE teamwork. Our CFI insurance was developed by SAFE specifically for CFIs (and is the best value in the business).
6 thoughts on “Extend Your Skills! 60/90 Turns, Triple A Stalls”
Yes, glad to see that we’re teaching that airplanes stall when CRITICAL ANGLE OF ATTACK is reached and not at a particular “stall speed”
We are advocating for secondary stalls also to illustrate this important point. Secondary should replace “steep turn” accelerated stall on commercial test!
I am not a fan of diagrams that depict balanced forces in turning flight. There is no centrifugal force! It’s the unbalanced centripetal force that turns the machine.