##  Whip Stall and Tumble Awareness 

As discussed in chapter 2, the WSC aircraft does not have a tail with a vertical stabilizer similar to an airplane, and there is the possibility of the wing tucking and tumbling. If a WSC tumbles, this will most likely result in a structural failure of the WSC and serious injury or death to the pilot and/or passenger. It is most important for the pilot to understand tumble awareness and use all means to avoid such an occurrence. The pilot can avoid a tuck and tumble by: 

• Flying within the manufacturer’s limitations. 

• Flying in conditions that are not conducive to tucks and tumbles. 

• Obtaining the proper training in pitch stability for the WSC. 

Flying within the manufacturer’s pitch and airspeed limitations is simply adhering to the POH/AFM limitations. Depending on the manufacturer, this could mean no full power stalls, not exceeding pitch limits of ± 40 pitch angle, not flying below the safe flying speed in turbulence, etc. Manufacturer’s limitations are provided for the specifi c aircraft to avoid tucks and tumbles. 

Preflight preparation is the first step to avoid the possibility of a tuck/tumble to avoid flying in strong weather conditions. This could be strong winds that create wind shear or strong convective thermals that create updrafts and downdrafts. This weather analysis is part of the preflight preparation weather analysis. The second pilot decision regarding appropriate weather while flying is to look at the environment during flight to understand and evaluate the situation. Weather conditions should always be evaluated as the fl ight progresses with ADM used to determine the best outcome for the situation. This could be turning back or landing depending on the situation. 

As a student or pilot progresses, turbulence will be encountered. Use the procedures for flying straight and level as shown in Figure 6-8.  Use this exercise as a foundation for developing pitch control awareness to keep the wing managed with proper control bar pitch and throttle control. 

For high pitch angles, the POH may have specifi c procedures that should be followed for the particular WSC aircraft, but the following general guidelines are provided. After reviewing the aerodynamic aspects of the tuck/tumble in chapter 2, refer to the following tuck/tumble awareness and avoidance procedures. 

As defined in the aerodynamics section, a whip stall is a high pitch angle when the tips stall because they exceed the critical 

angle of attack. This can be the result of strong turbulence or power-on stall, pilot induced, or any combination of these factors. A pilot must avoid all of these factors to avoid the possibility of a whip stall resulting in a tumble, but the following procedures are provided for tumble avoidance in case a whip stall or a nose rotating down below the manufacturer’s limitations is encountered. 

The aircraft rotates nose down. [Figure 6-23, Whip Stall to  Phase 1]  Push the control bar out to the front tube and level wings while increasing to full power and keeping control bar full out to reduce overpitching. [Figure 6-23, Phase 1 to  Phase 2]  If rotation is so severe that it progresses to phase 4 and the WSC aircraft is tumbling, the ballistic parachute (if so equipped) should be deployed. 

There are other weather situations in which the nose is not at a high pitch attitude, where the back of the wing can get pushed up and enter phase 1 without an unusually high pitch attitude or whip stall. If pitched nose low, increase to full power while pushing the control bar full out to reduce nose- down pitching rotation. Generally, the control bar full out and full throttle create a nose-up moment. 

It takes extremely strong weather conditions and/or pilot error to tuck/tumble a WSC aircraft. Experienced pilots fl y all day in moderate turbulence, but building experience fl ying in turbulence should be approached slowly and cautiously to determine the pilot and aircraft capabilities and limitations. 

## A Scenario 

The following is one example of a scenario that could lead to a tuck/tumble. It is based on a viable training program in one location but lack of experience in another location. 

A student obtains his or her pilot’s license with the minimum number of hours for the pilot certificate. The new pilot trained, soloed, and obtained his or her license only in conditions near the ocean where there was typically an inverted midday sea breeze with little to no convective turbulence (thermals). This developed confidence for flying in winds up to 15 knots but no experience was gained in thermals. In fact, the pilot was not aware that strong thermals could be hazardous. 

Now, with a new license, the pilot visits his parents in the middle of the high desert of Colorado. Unfamiliar with the local conditions, the new pilot gets a weather report of winds to 15 knots, something the pilot has experienced before. By the time the pilot arrives at the airport, discusses the situation with the airport officials, and sets up the WSC aircraft, it is 2:00 in the afternoon. The wind is generally calm but increasing to 15 knots occasionally. There are towering 

