Originally Posted by
Timbo
I had to watch that video 3 times and I'm still not sure I understand what they were trying to do. Seems the violated a lot of basics after the touch and go.
First not enough rudder when the power was applied, to stay over the runway and climb. Then it seemed like the guy in the right seat (an IP?) took the airplane and rather than climb, he decided to do a very low altitude, low speed, hard left turn.
If they'd had some type of aural warning, either stall or AOA, the guy flying might have eased off the back pressure.
I know I always do, when I hear the stall warning in a hard turn down low!
Airspeed is life.
Altitude is life insurance!
Yeah, some have thought that perhaps there was another plane on upwind that they were perhaps avoiding? They look several times to the right as if checking traffic. The instructor then pulls the throttle and finally gives it back as they skim the treetops and start the fatal left turn.
I'm pretty careful to never load the wing heavily in the pattern, as that is where an accelerated stall can more easily take place. These guys just seemed clueless as to the impending danger. Terrible instructor, and depending on his experience level, clueless student.
If I ever become CFI, perhaps in my golden years, I'd have students practice accelerated stalls, or at least stalls in a banked turn. One has to be prepared to exit a spin though so I can understand why it is not taught with non-utility aircraft; I only did it in context of spinning the craft. Important to see how the stall will occur at higher airspeed. Yep, AOA would show this directly, but 99%+ of all GA aircraft don't have one so it is better IMO to learn this relationship without additional gizmos and actually "internalize" the relationship from experience.