1. S

2. DIEGOALFON@AOL.COM RE: Safety Seminars ConstructiveCriticism. Flying Stories Serious ones or Funny ones

3. ALL MATERIALS CONTAINED HEREIN ARE THE PROPERTY OF DIEGO M. ALFONSO SR THIS MATERIAL IS PROTECTED BY COPYRIGHT AND MAY NOT BE REPRODUCED OR COMMERCIALLY PRESENTED IN ANY FORM WITHOUT THE WRITTEN CONSENT OF DIEGO M. ALFONSO SR. PERSONAL USE MEANS INDIVIDUAL PRIVATE USE. ANY UNAUTHORIZED USE, COPYING, EDITING, EXHIBITION, RENTING, LENDING, PUBLIC PERFORMANCE OR BROADCAST OF THIS MATERIAL IS STRICTLY PROHIBITED. ANY SUCH UNAUTHORIZED ACTIVITY ESTABLISHES CIVIL LIABILITY AND MAY GIVE RISE TO A CRIMINAL PROSECUTION.

4. BY DIEGO M. ALFONSO SR. STALL/SPINPREVENTIONANDSURVIVAL

5. THINGS THAT MAY HURT YOU

6. WHAT WE NEED TO KNOW BUT HAVEN’T LEARNED.USUALLY“BASICKNOWLEDGE”

7. WHAT WE ONCE KNEW BUT DON’T REMEMBER NOW.

8. WHAT WE KNOW AND REMEMBER BUT “CAN NOT” “CAN NOT” PROFICIENTLY AND READILY EXECUTE

9. WHAT WE DON’T KNOW BUT “WE THINK” “WE THINK” WE DO. GRAY AREAS ANDMISCONCEPTIONS

10. SHOW ME A PILOT THAT CAN’T PERFORM A GIVEN TASK, & I’LL SHOW YOU A PILOT THAT DOESN’T “UNDERSTAND” WHAT HE/SHE IS TRYING TO DO. TRAINING CONSULTANT

11. “THE EYE CAN’T SEE WHAT THE MIND DOESN’T KNOW” DR. JUDY WALL DR. JUDY WALL

12. THIS PRESENTATION ALONE IS NOT ENOUGH

13. THIS DISCUSSION IS BASED ON SUBSONICAIRCRAFT. VERY BASIC.

14. WHY UNINTENTIONALLY STALL/SPINS OCCUR THE TRAINING SYNDROME THE OBJECTIVE OF LEARNING STALLS

15. HOW MANY OF YOU KNOW?: HOW TO AVOID A STALL? HOW TO RECOGNIZE A STALL? HOW TO RECOVER FROM A STALL? WHAT IS A STALL? WHERE IS A STALL MOST LIKELY TO HAPPEN?

16. WHAT IS THE STALL SPEED IN THE CLEAN CONFIGURATION, OF THE AIRPLANE YOU FLY?

17. IF YOU PUSH THE STICK FORWARD, THE HOUSES GET BIGGER. IF YOU PULL THE STICK BACK, THEY GET SMALLER. THAT IS, UNLESS YOU KEEP PULLING THE STICK ALL THE WAY BACK, THEN THEY GET BIGGER AGAIN.

18. MAINTAIN THY AIRSPEED LEST THE GROUND RAISE UP AND SMITE THEE.

19. DO NOT EXCEED THY CRITICAL ANGLE OF ATTACK ANGLE OF ATTACK LEST THE GROUND RAISE UP AND RAISE UP AND SMITE THEE.

20. MANEUVERSNOTACCIDENTS

21. WHY IS IT A MANEUVER?

22. STALLS ARE OUR BEST FRIENDS. THE SAFETY VALVE

23. THERE ARE NO IMMINENT STALLS FOR CHECKRIDES EXCEPT ATP AFTER STALL OCCURS AS THE STALL OCCURS ONLY FULL STALLS

24. STALL SPIN AWARENESS

25. WHAT DOES IT MEANS? HOW DO YOU TRAIN FOR STALL/SPIN AWARENESS?.

26. POWER ON STALLS. POWER OFF STALLS. CROSS CONTROL STALLS. ELEVATOR TRIM STALLS. SECONDARY STALLS. ACCELERATED STALLS. STRAIGHT/TURNING.CLEAN/DIRTY. SPINS SPINS POWER OFF. POWER ON. UNDER THE HOOD.

27. HOW MANY INSTRUMENT RATED PILOTS HAVE PRACTICESTALLS UNDER THE HOOD?

28. THE FOUR ANGLES

29. THERE ARE FOUR DIFFERENT ANGLES THAT THE PILOT SHOULD BE FAMILIAR WITH. AIRCRAFT’S RELATIVE ANGLE ANGLE OF ATTACK AIRCRAFT’S PATH ANGLE ANGLE OF INCIDENCE

30. AIRCRAFT’S THE ANGLE BETWEEN THE CHORD LINE OF AN AIRCRAFT AND THE LONGITUDINAL AXIS.

31. ANGLE OF INCIDENCE ANGLE OF INCIDENCE CHORD LINE LONGITUDINAL AXIS IT HAS NOTHING TO DO WITH STALLSMOST PILOTS KNOW THIS BUT THEY CAN'T SEE IT. IT IS SET TO COUNTERACT TORQUE EFFECTS DURING CRUISE.

32. ANGLE OF ATTACK THE ANGLE BETWEEN THE CHORD LINE AND THE RELATIVE WIND

33. AIRCRAFT’S ANGLE OF ATTACK DURING CLIMB CHORD LINE ANGLE OF ATTACK RELATIVE WIND MOST PILOTS KNOW THIS BUT CAN'T VISUALIZE IT.

34. THE ANGLE BETWEEN: WHERE THE NOSE IS POINTING (LONGITUDINAL AXIS) AND WHERE THE AIRPLANE IS GOING. THE AIRCRAFT’S PATH ANGLE

35. AIRCRAFT’S PATH ANGLE DURING CLIMB. FLIGHT PATH ANGLE FLIGHT PATH THE AIRPLANE CLIMBS AND MOVES FORWARD.MOST PILOTS DON’T UNDERSTAND THIS. LONGITUDINAL AXIS IT CAN’T BE SEEN EITHER.

36. AIRCRAFT’S RELATIVE ANGLE THE ANGLE BETWEEN THE LONGITUDINAL AXIS OF AN AIRCRAFT AND THE EARTH’S NATURAL HORIZON. THE KILLER ANGLE

37. AIRCRAFT’S RELATIVE ANGLE HORIZON LINE HORIZON LINE AIRCRAFT’S RELATIVE ANGLE THE KILLER ANGLE LONGITUDINAL AXIS WHAT IS THE AIRCRAFT’S RELATIVE ANGLE GOOD FOR? ATTITUDE FLYING. IT HAS NO MEANINGFUL INFORMATION ABOUT STALLS. ALL PILOTS SEE IT.IS NOT UNDERSTOOD. THE ANGLE BETWEEN THE LONGITUDINAL AXIS AND THE EARTH’S NATURAL HORIZON. AND THE EARTH’S NATURAL HORIZON.

38. A B C WHICH AIRPLANE HAS THE HIGHEST ANGEL OF ATTACK

39. DETERMINING THE STALL CONDITION

40. § 23.201 Wings level stall. § 23.201 Wings level stall. Starting from a speed at least 10 knots above the stall speed, the elevator control must be pulled back so that the rate of speed reduction will not exceed one knot per second until a stall is produced,as shown by either:

41. (1) An uncontrollable downward pitching motion ofthe airplane (2) A downward pitching motion of the airplane resulting from the activation of a stall avoidance device (for example,stick pusher); (3) The control reaching the stop.

42. (c) V S1 is the stalling speed, if obtainable, or the minimum steady speed, in knots, CAS at which the airplane is controllable with - (1)Engine idling,throttle closed (2) Propeller takeoff position; (3) Airplane in the condition existing in the test in which V S1 is being used (4)Maximum weight. DEFINITION OF V S1

43. (a) VS0 is the stalling speed, if obtainable, or the minimum steady speed, in knots (CAS), at which the airplane is controllable, with the 1 Power condition set forth in subparagraph (c); 2 Propeller in the takeoff position 3 Landing gear extended; 4 Wing flaps in the landing position 5 Cowl flaps closed; 6 Center of gravity AFT LEGAL LIMIT 7 Maximum weight. DEFINITION OF V SO

44. WHAT HAPPENS WHEN A WING STALLS?

45. THE WHOLE WING DOES NOT STALLS AT ONCE.

46. WASHOUT

48. STALL STRIPS OR SPOILERS

49. STALLRECOVERY

50. WHY NOSE DOWN FIRST THEN POWER?

51. NO POWER NO RECOVERY PARTIAL POWER

52. WHAT HAPPENS IF YOU DON’T RECOVER FROM A STALL?

53. POWERONSTALLS

54. TAKEOFF STALL- STRAIGHT DEPARTURE STALL-TURNING ARE THERE MORE THAN ONE? 10º-20º-25º FLAPS/GEAR DOWN

55. WHY DO WE PERFORM TAKEOFF STALLS? WHY DO WE PERFORM DEPARTURE STALLS?

56. HOW SHOULD POWER ON STALLS BE PERFORMED? FROM CRUISE? ZOOMING UP SMALL RELATIVE ANGLE

57. PA-28R-200 ARROW V S1 60 KIAS V X 59 KIAS @ 2,750 # GW TO 51 KIAS 2000 #

58. POWEROFFSTALLS

59. APPROACH CONFIGURATION. LANDING CONFIGURATION. ARE THERE MORE THAN ONE? CLEAN-PARTIAL FLAPS GEAR UP OR DOWN

60. HOW SHOULD APPROACH AND LANDING STALLS BE PERFORMED? WHY ARE APPROACH AND LANDING STALLS PERFORMED? ENGINE FAILURE?

61. WHICH IS THE REALISTIC WAY TO INTENTIONALLY STALL AN AIRPLANE? WITH THE SHALLOWEST RELATIVE ANGLE POSSIBLE SIMULATING A REALISTIC SCENARIO

62. THE CROSS CONTROL STALL

63. STEP ONE TURNING FROM BASE TO FINAL 30° BANK WHY?

64. STEP TWO OVERSHOOTING THE RUNWAY CENTERLINE WHY?

65. STEP THREE PILOT UNDERSTANDS A CORRECTION FOR THE OVERSHOOT IS NEEDED.

66. STEP FOUR PILOT APPLIES INSIDE RUDDER (LEFT RUDDER) WHY?

67. STEP FIVE THE REACTION OF THE AIRPLANE CONFUSES THE PILOT. WHY?

68. STEP SIX THE NOSE DROPS THE OUTSIDE (RIGHT) WING ACCELERATES. THE INSIDE (LEFT) WING DECELERATES.

69. STEP SEVEN OVERBANKING TENDENCY COMES INTO PLAY.

70. STEP EIGHT THE PILOT STARTS TO COUNTERACT THE BANKING BY APPLYING RIGHT AILERON. IT IS NOW WHEN THE CONTROLS BEGIN TO GET CROSSED.

72. STEP NINE ADVERSE YAW NOW COMES INTO PLAY, AND PULLS THE NOSE EVEN LOWER IN RELATION TO THE HORIZON.

73. STEP TEN AILERON DEFLECTION CREATES A HIGHER ANGLE OF ATTACK ON THE LEFT(INSIDE) WING.

74. THE PILOT STARTS TO APPLY BACK ELEVATOR PRESSURE TRYING TO RAISE THE NOSE, INCREASING THE ANGEL OF ATTACK AND AN UNINTENTIONAL STALL/SPIN HAS BEEN CREATED. STEP ELEVEN

78. DETERMININGPOSITIVE RATE OF CLIMB

80. VSI

82. SLOW FLIGHT VSMCA

83. WHAT’S THE MINIMUM CONTROLLABLEAIRSPEED OF YOUR AIRPLANE?

84. SPIN AWARENESS

85. HISTORY 1912 WILSON PARKER DEVELOPED THE SPIN AS AN EVASIVE MANEUVER. IT WAS USED DURING WORLD WAR I.

86. FROM WWI THROUGH 1949 SPINS WERE REQUIRED FOR PILOT CERTIFICATE.

87. 1949 CAA ELIMINATED SPINS FROM PILOT CERTIFICATE 1.HIGH STALL/SPIN ACCIDENT RATE. 2.ENCOURAGE MANUFACTURES TO BUILD SPIN PROOF A/C

88. 1991 FAA REQUIRED STALL/SPIN AWARENESS TRAINING. SEE FAR PART 61.

89. AERODYNAMIC CONDITIONS. FLIGHT SITUATIONS. INSTRUMENT READINGS. SPIN/SPIRAL.

90. LOAD FACTORS SPIN/SPIRAL.LOAD FACTORS SPIN/SPIRAL. SPIN TRAINING RECOMMENDED.SPIN TRAINING RECOMMENDED. 1/4 TURN @ A TIME.1/4 TURN @ A TIME.

91. SPIN RECOVERY ower off ilerons neutral udder opposite spin levator forward eutralize controls ake it easy PA R E N T

92. GRAY AREAS RECOVERY WITH AILERONS POWER FIRST POSITIVE RATE OF CLIMB WHICH WAY WILL IT BRAKE? SKIDDING TURN VS SLIPPING TURN

93. ASE AME 140 40 60 80 120 160 180 200 220 240 AIRSPEED MPH 140 40 60 80 100 120 160 180 200 220 240 AIRSPEED MPH 50 100

94. HOW TO RECOVER IF GAINING ALTITUDE DURING A STEEP TURN?

96. IF DESCENDING 60 ° BANK HOW MANY G ’S?

97. HOW TO RECOVER IF LOOSING ALTITUDE DURING A STEEP TURN?

98. WHY?

99. WHEN IN A DESCENDING TURN YOU ARE NOT PULLING UP, YOU ARE TIGHTEN THE TURN.

100. DON’T EVER GIVE UP