Sport Pilot Talk

I don't know if this has been discussed here previously so I will post it.
http://generalaviationnews.com/2016/09/ ... ore-104004

theoarno wrote:I don't know if this has been discussed here previously so I will post it.
http://generalaviationnews.com/2016/09/ ... ore-104004

Report is dated September, 2014.

It almost sounds like pilot partial or complete incapacitation.

Bummer, indeed. I don't blame the plane. It does sound like the pilot was distracted or disabled.

I thought the Skycatcher is unable to do spins, or at least very difficult to spin.

N918KT wrote:I thought the Skycatcher is unable to do spins, or at least very difficult to spin.

Twice during practicing power-on (departure) stalls, I let the left wing drop. Must be quick on the right rudder! Don't attempt to level with ailerons! Also, the article apparently quoted the POH as saying reduce power(?!) True, once a spin has developed (PARE). But when recovering from a power-on stall, I was taught to leave in full power until recovery was complete and a positive rate of climb (Vy) was established.

Skycatcher POH : "Power -on stall recovery should be initiated by simultaneously lowering the nose while reducing power after which normal power -off stall recovery techniques should be applied."

N918KT wrote:I thought the Skycatcher is unable to do spins, or at least very difficult to spin.

I don't think that's true at all. One of the prototypes was lost in spin testing (BRS deployment, pilot ok). The tail was redesigned before production to make spin recovery more effective. They will still spin, but now at least you can recover them with standard inputs!

VL Roberts wrote:Skycatcher POH : "Power -on stall recovery should be initiated by simultaneously lowering the nose while reducing power after which normal power -off stall recovery techniques should be applied."

I have the POH here and I will go back and check it. What you say does make sense, as the combination of high power, low airspeed, and high angle of attack in the departure stall configuration does cause a severe left-turning/rolling tendency, which if unchecked in the break seems to cause that left wing to drop suddenly, possibly causing a spin. Pulling the power might prevent that, followed by slowly advancing throttle and correcting with right rudder. Maybe I was taught wrong at least for this plane.

HAPPYDAN wrote:

VL Roberts wrote:Skycatcher POH : "Power -on stall recovery should be initiated by simultaneously lowering the nose while reducing power after which normal power -off stall recovery techniques should be applied."

I have the POH here and I will go back and check it. What you say does make sense, as the combination of high power, low airspeed, and high angle of attack in the departure stall configuration does cause a severe left-turning/rolling tendency, which if unchecked in the break seems to cause that left wing to drop suddenly, possibly causing a spin. Pulling the power might prevent that, followed by slowly advancing throttle and correcting with right rudder. Maybe I was taught wrong at least for this plane.

The way you were taught is the normal way to make a recovery from a power on stall, at least from the FAA's standpoint. That being said the manufacturer's procedure should take precedence over the normal recovery technique if they are different.

VL Roberts wrote:Skycatcher POH : "Power -on stall recovery should be initiated by simultaneously lowering the nose while reducing power after which normal power -off stall recovery techniques should be applied."

Well, Section 4 Normal Procedures, page 4-41, STALLS. Yep. That's what it says.