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The author has it wrong, and I hope he corrects it. If you hear a buzzing noise, that means the airplane is going to stall if it loses more speed, but there's a

The author has it wrong, and I hope he corrects it. If you hear a buzzing noise, that means the airplane is going to stall if it loses more speed, but there's a chance that the speed is too low given how high the nose might be. Adding too much power at that moment, depending on the exact level of the nose, will cause the plane to lurch upward, which would definitely increase the chances of a stall. The right step would be to lower the nose to get more lift over the wings, and slowly add additional power as more airspeed is gained.

eduardordm 14y ago
Not really, what could happen is a wing stall on single engines, but chances are that wont happen. :D That's a procedural recovery that fits most airplanes, put the nose down on a king air and depending on your altitude, you are doomed.
- ohazi 14y ago
  No, this definitely isn't the appropriate procedure for most airplanes, and the few situations where it was taught as a standard are now being reevaluated. http://www.avweb.com/avwebflash/news/FAAProposesStallRecoveryChange_205872-1.html http://www.avweb.com/avwebflash/news/FAAProposesStallRecover...
  - eduardordm 14y ago
    Those are class heavy, not light :D
    - ohazi 14y ago
      Yes. So we've now covered the range of cases and in each of them your suggestion is wrong. Light aircraft pilots should pitch down first, then add power, regardless of CG. Heavy aircraft and jet pilots were previously taught to add power first, but are now taught to pitch down first, then add power. That's it - you always need to pitch down first, and then add power. The airplane doesn't care where your nose is pointed, and CG really doesn't matter here.
      - mvgoogler 14y ago
        So, if you're saying that if you're descending through 80 feet AGL and you hear the stall-warning horn, you're going to pitch the nose down _first_ ? Sorry - if I'm throwing in full-power first and doing whatever I have to do do to get leveled out and stabilized. Adding power in a single-engine will immediately increase airflow over the wings and thus _reduce_ the angle of attack. Yes - you will have to fight the tendency of the nose to come up, but low to the ground there aren't really too many options. It's basically a go-around, and the go-around procedure is power-first. ATCs might be able to recover from a stall while only losing 100 feet, but most private pilots will need much more and an untrained pilot would not even get close.
        ohazi 14y ago
        I'm ABSOLUTELY pitching down first. Especially when you're on final approach, it's always attitude (pitch) to control your airspeed, and power to control your rate of descent, not the other way around. If you're really on your toes, you'll end up doing both at almost the same time anyway, but pitching down is what'll get you out of a stall, not adding power.
        CrankyPants 14y ago
        This is seriously dangerous advice.
- artmageddon 14y ago
  Well, every situation is different so it's hard to say what the procedure is, but generally what I outlined above is the correct way of preventing / mitigating a stall. I should've mentioned that what I wrote above is for single engines, I'm not rated on multi-engine aircraft and can't say anything about the procedure for those. Keep in mind I'm not suggesting putting the airplane in a dive to recover altitude, the nose should perhaps be just a little above or at level attitude. Pilots who have their airline transport pilot certificates(basically, the people who fly commerical for FedEx or United, etc.) are trained to recover within 100ft or less during a stall. I will say though, if you're close to stalling in a King Air such that putting the nose down will cause imminent danger, you're already in a lot of danger if a stall about to occur.
  - deleted 14y ago
    [deleted]
  - marvin 14y ago
    When flying gliders at low altitude, we usually think about the angle of attack first and airspeed second. When circling a thermal, I often cross below the stalling speed due to turbulence etc. But if you don't try to force the glider to maintain altitude by pulling on the stick and just let it fall through, maintaining the same angle of attack, you'll quickly fall a few meters and gain enough airspeed to resume level flight. So you've been below the stalling speed, but you haven't actually stalled the airplane. This maneuver makes you lose a minimum of altitude, but obviously you don't want to be forced to do it at very low altitude.

eduardordm 14y ago

Not really, what could happen is a wing stall on single engines, but chances are that wont happen. :D That's a procedural recovery that fits most airplanes, put the nose down on a king air and depending on your altitude, you are doomed.

ohazi 14y ago
No, this definitely isn't the appropriate procedure for most airplanes, and the few situations where it was taught as a standard are now being reevaluated. http://www.avweb.com/avwebflash/news/FAAProposesStallRecoveryChange_205872-1.html http://www.avweb.com/avwebflash/news/FAAProposesStallRecover...
- eduardordm 14y ago
  Those are class heavy, not light :D
  - ohazi 14y ago
    Yes. So we've now covered the range of cases and in each of them your suggestion is wrong. Light aircraft pilots should pitch down first, then add power, regardless of CG. Heavy aircraft and jet pilots were previously taught to add power first, but are now taught to pitch down first, then add power. That's it - you always need to pitch down first, and then add power. The airplane doesn't care where your nose is pointed, and CG really doesn't matter here.
    - mvgoogler 14y ago
      So, if you're saying that if you're descending through 80 feet AGL and you hear the stall-warning horn, you're going to pitch the nose down _first_ ? Sorry - if I'm throwing in full-power first and doing whatever I have to do do to get leveled out and stabilized. Adding power in a single-engine will immediately increase airflow over the wings and thus _reduce_ the angle of attack. Yes - you will have to fight the tendency of the nose to come up, but low to the ground there aren't really too many options. It's basically a go-around, and the go-around procedure is power-first. ATCs might be able to recover from a stall while only losing 100 feet, but most private pilots will need much more and an untrained pilot would not even get close.
      - ohazi 14y ago
        I'm ABSOLUTELY pitching down first. Especially when you're on final approach, it's always attitude (pitch) to control your airspeed, and power to control your rate of descent, not the other way around. If you're really on your toes, you'll end up doing both at almost the same time anyway, but pitching down is what'll get you out of a stall, not adding power.
      - CrankyPants 14y ago
        This is seriously dangerous advice.
artmageddon 14y ago
Well, every situation is different so it's hard to say what the procedure is, but generally what I outlined above is the correct way of preventing / mitigating a stall. I should've mentioned that what I wrote above is for single engines, I'm not rated on multi-engine aircraft and can't say anything about the procedure for those. Keep in mind I'm not suggesting putting the airplane in a dive to recover altitude, the nose should perhaps be just a little above or at level attitude. Pilots who have their airline transport pilot certificates(basically, the people who fly commerical for FedEx or United, etc.) are trained to recover within 100ft or less during a stall. I will say though, if you're close to stalling in a King Air such that putting the nose down will cause imminent danger, you're already in a lot of danger if a stall about to occur.
- deleted 14y ago
  [deleted]
- marvin 14y ago
  When flying gliders at low altitude, we usually think about the angle of attack first and airspeed second. When circling a thermal, I often cross below the stalling speed due to turbulence etc. But if you don't try to force the glider to maintain altitude by pulling on the stick and just let it fall through, maintaining the same angle of attack, you'll quickly fall a few meters and gain enough airspeed to resume level flight. So you've been below the stalling speed, but you haven't actually stalled the airplane. This maneuver makes you lose a minimum of altitude, but obviously you don't want to be forced to do it at very low altitude.