How to: Power-Off Stalls
In preparation for our first attempt at power off stalls, we're going to take a few minutes to discuss the key elements of the maneuver. As with all other maneuvers, power-off stalls have three main areas that the pilot needs to concentrate on, heading control, altitude control, and airspeed control.
Power-off stalls can be done either straight ahead or while turning. If performing the stall straight ahead, you will be expected to maintain your heading plus or -10 degrees. If you are asked to induce the stall while turning, you will be expected to maintain the designated bank angle plus or -10 degrees if the stall is performed straight ahead. Once the power is reduced to idle and the pitch is being increased, it is important to keep the wings level and the plane coordinated.
You can use a visual reference for your heading but you will also have to rely on the heading indicator for part of the maneuver since your pitch just prior to the stall will be too high to see the horizon directly in front of. You use your wingtips and attitude indicator to help keep the wings level and the slip skid indicator to tell if you're using the right amount of rudder. Unlike in the recovery, minimal rudder will be required since p-factor, slipstream and torque will not be much of a factor with the power off.
It is important that you maintain wings level coordinated flight as the plane stalls. If the wings are level and the proper rudder pressure is being applied, the plane should stall straight ahead. Remember, as you increase power and raise the nose during the recovery, the plane will have a tendency to yaw to the left. Compensate for this with the use of additional right rudder. If you are performing a turning stall, you won't need to worry about your heading control instead focus on maintaining a constant bank prior to the stall. As the pitches increased from the 65 knot descent. Begin a coordinated turn in either direction. Select a bank angle somewhere between ten and 20 degrees and maintain that bank. As you continue to increase back pressure on the yoke, more right rudder for turns to the right will be necessary but be careful not to apply too much rudder since this can cause the plane to overbank after the stall has occurred. Lower the nose and level the wings and use the same recovery procedure as you did for straight ahead stalls.
Altitude requirements for performing stalls are very simple. The first thing you need to do is to select an altitude that will allow you to recover no lower than 1500 feet AGL minimum. Keep in mind that you will need to establish a stabilized descent of no more than 200 feet during the maneuver. On top of that, the amount of altitude lost during a stall is unpredictable due to a number of variables. So it is a good idea to give yourself plenty of buffer between your entry altitude and the minimum recovery altitude. A safe bet is to begin the maneuver no lower than 2500 feet AGL.
Once you have selected an appropriate entry altitude for the maneuver, you will be expected to maintain that altitude as you slow the plane down and add flaps. As always, when adding flaps, forward pressure on the yoke is required to prevent the plane from climbing. As stated earlier, the amount of altitude that will be lost during the stall and recovery cannot be predetermined. Your objective is to recognize and recover from the stall with as little loss and altitude as possible and return to any preassigned altitude designated prior to the stall.
Airspeed control during power-off stalls begins with slowing the plane down as it is configured for the stall. Make certain each time you lower the flaps that the airspeed is below the appropriate flap extension speed. After the flaps have been added and the plane slows to 70 knots, a stabilized 65 knot descent is established to simulate an approach to landing. Once the pitch is increased to induce the stall, airspeed is no longer a concern until after stall recovery. As the airspeed passes through 60 knots, the flaps will be retracted to ten degrees and when passing through 65 knots the final flaps will be retracted. Once you have returned to the designated altitude, the airplane should be allowed to accelerate to normal crews. Throughout all of the changes in airspeed trim should be used to alleviate control pressures.
As the plane slows apply more and more back pressure on the yoke to maintain the V pitch attitude, the stall will sound approximately five knots above the stall speed.
Some buffeting will be felt as the airflow begins to separate from the top of the wing. Continue to hold the pitch attitude until the nose drops, or you experience a sudden loss of control.
Once the stall has occurred, allow the yolk to move forward on its own. There is no need to push the yolk forward. Simply let the nose drop to break the stall. Pushing forward on the yolk will only result in a greater loss in altitude and a much more unpleasant falling sensation once control effectiveness has been regained. Apply full power and use the ailerons and rudder to maintain wings level coordinated flight smoothly. Bring the nose up to the right pitch attitude and retract the flaps to 20 degrees. It is important that the nose not be raised too quickly or the angle of attack on the airplane will increase rapidly and could result in a secondary stall which is often more dramatic than the initial stall, reaching 60 knots. Retract the flaps to ten degrees and add or above 65 knots. Retract the flaps to zero degrees. Finish off the maneuver by returning to the altitude, heading and airspeed specified prior to commencing the maneuver. Once the airplane has accelerated to normal cruise speed. Set cruise power. Re-trim the airplane and complete the cruising checklist.
End Goals for Skills:
1. Begin the maneuver at an altitude that allows the stall to be completed no lower than 1500 feet AGL.
2.Set up the airplane in a descent in the approach and landing configuration.
3.Maintain your entry heading plus or -10 degrees if performing the stall in straight flight.
4.If performing the stall in turning flight, maintain a bank angle not to exceed 20 degrees, plus or -10 degrees.
5.Recognize that the stall has occurred and recover promptly once it has retract the flaps to the recommended settings.
6.Accelerate the airplane above VX before the final flat protraction.
7.Return to the altitude, heading and air speed specified by the examiner.
In preparation for our first attempt at power off stalls, we're going to take a few minutes to discuss the key elements of the maneuver. As with all other maneuvers, power-off stalls have three main areas that the pilot needs to concentrate on, heading control, altitude control, and airspeed control.
Power-off stalls can be done either straight ahead or while turning. If performing the stall straight ahead, you will be expected to maintain your heading plus or -10 degrees. If you are asked to induce the stall while turning, you will be expected to maintain the designated bank angle plus or -10 degrees if the stall is performed straight ahead. Once the power is reduced to idle and the pitch is being increased, it is important to keep the wings level and the plane coordinated.
You can use a visual reference for your heading but you will also have to rely on the heading indicator for part of the maneuver since your pitch just prior to the stall will be too high to see the horizon directly in front of. You use your wingtips and attitude indicator to help keep the wings level and the slip skid indicator to tell if you're using the right amount of rudder. Unlike in the recovery, minimal rudder will be required since p-factor, slipstream and torque will not be much of a factor with the power off.
It is important that you maintain wings level coordinated flight as the plane stalls. If the wings are level and the proper rudder pressure is being applied, the plane should stall straight ahead. Remember, as you increase power and raise the nose during the recovery, the plane will have a tendency to yaw to the left. Compensate for this with the use of additional right rudder. If you are performing a turning stall, you won't need to worry about your heading control instead focus on maintaining a constant bank prior to the stall. As the pitches increased from the 65 knot descent. Begin a coordinated turn in either direction. Select a bank angle somewhere between ten and 20 degrees and maintain that bank. As you continue to increase back pressure on the yoke, more right rudder for turns to the right will be necessary but be careful not to apply too much rudder since this can cause the plane to overbank after the stall has occurred. Lower the nose and level the wings and use the same recovery procedure as you did for straight ahead stalls.
Altitude requirements for performing stalls are very simple. The first thing you need to do is to select an altitude that will allow you to recover no lower than 1500 feet AGL minimum. Keep in mind that you will need to establish a stabilized descent of no more than 200 feet during the maneuver. On top of that, the amount of altitude lost during a stall is unpredictable due to a number of variables. So it is a good idea to give yourself plenty of buffer between your entry altitude and the minimum recovery altitude. A safe bet is to begin the maneuver no lower than 2500 feet AGL.
Once you have selected an appropriate entry altitude for the maneuver, you will be expected to maintain that altitude as you slow the plane down and add flaps. As always, when adding flaps, forward pressure on the yoke is required to prevent the plane from climbing. As stated earlier, the amount of altitude that will be lost during the stall and recovery cannot be predetermined. Your objective is to recognize and recover from the stall with as little loss and altitude as possible and return to any preassigned altitude designated prior to the stall.
Airspeed control during power-off stalls begins with slowing the plane down as it is configured for the stall. Make certain each time you lower the flaps that the airspeed is below the appropriate flap extension speed. After the flaps have been added and the plane slows to 70 knots, a stabilized 65 knot descent is established to simulate an approach to landing. Once the pitch is increased to induce the stall, airspeed is no longer a concern until after stall recovery. As the airspeed passes through 60 knots, the flaps will be retracted to ten degrees and when passing through 65 knots the final flaps will be retracted. Once you have returned to the designated altitude, the airplane should be allowed to accelerate to normal crews. Throughout all of the changes in airspeed trim should be used to alleviate control pressures.
As the plane slows apply more and more back pressure on the yoke to maintain the V pitch attitude, the stall will sound approximately five knots above the stall speed.
Some buffeting will be felt as the airflow begins to separate from the top of the wing. Continue to hold the pitch attitude until the nose drops, or you experience a sudden loss of control.
Once the stall has occurred, allow the yolk to move forward on its own. There is no need to push the yolk forward. Simply let the nose drop to break the stall. Pushing forward on the yolk will only result in a greater loss in altitude and a much more unpleasant falling sensation once control effectiveness has been regained. Apply full power and use the ailerons and rudder to maintain wings level coordinated flight smoothly. Bring the nose up to the right pitch attitude and retract the flaps to 20 degrees. It is important that the nose not be raised too quickly or the angle of attack on the airplane will increase rapidly and could result in a secondary stall which is often more dramatic than the initial stall, reaching 60 knots. Retract the flaps to ten degrees and add or above 65 knots. Retract the flaps to zero degrees. Finish off the maneuver by returning to the altitude, heading and airspeed specified prior to commencing the maneuver. Once the airplane has accelerated to normal cruise speed. Set cruise power. Re-trim the airplane and complete the cruising checklist.
End Goals for Skills:
1. Begin the maneuver at an altitude that allows the stall to be completed no lower than 1500 feet AGL.
2.Set up the airplane in a descent in the approach and landing configuration.
3.Maintain your entry heading plus or -10 degrees if performing the stall in straight flight.
4.If performing the stall in turning flight, maintain a bank angle not to exceed 20 degrees, plus or -10 degrees.
5.Recognize that the stall has occurred and recover promptly once it has retract the flaps to the recommended settings.
6.Accelerate the airplane above VX before the final flat protraction.
7.Return to the altitude, heading and air speed specified by the examiner.