POWER-OFF STALLS

Description

A rapid degeneration of lift as a result of excessive angle of attack, entered from the landing configuration.

Objective

To teach recognition and recovery from a full stall under landing conditions and required recovery action.

Setup

·         Clear the area

·         Choose forced landing area

·         Configure aircraft: gear down, full flaps, carburetor heat on, power set for final approach to land (C172RG: 18” Hg, 2700 RPM), altitude so recovery is ≥1500’ AGL

·         Select outside references

·         Start a descent (as if on final approach) using power and pitch (C172RG: 65 KIAS)

·         Power to idle

·         Smoothly raise nose until a stall is induced, maintaining constant pitch with the elevator

·         Maintain coordination (ball centered) and neutral ailerons

Recovery

·         Reduce the angle of attack by releasing back-elevator pressure

·         Advancing the throttle to maximum power

·         Carburetor heat off, retract first notch of flaps immediately

·         Anticipate left-turning tendencies with right rudder pressure

·         Continue to lower nose to regain flying speed, slowly returning to level flight

·         Upon positive rate of climb, retract flaps and gear are as necessary

·         When in level flight, reduce power to a setting for cruise flight or climb as necessary

·         Maintain ball centered

·         Look for traffic

 

Practice both straight-and-level and turning stalls (up to 30º). Note buffeting and stall horn as indicators.

Common Errors

·         Failure to adequately clear the area

·         Inability to recognize an approaching stall condition through feel for the airplane

·         Premature recovery

·         Over-reliance on the airspeed indicator while excluding other cues

·         Inadequate scanning resulting in an unintentional wing-low condition during entry

·         Excessive back-elevator pressure resulting in an exaggerated nose-up attitude during entry

·         Inadequate rudder control

·         Inadvertent secondary stall during recovery

·         Failure to maintain a constant bank angle during turning stalls

·         Excessive forward-elevator pressure during recovery resulting in negative load on the wings

·         Excessive airspeed buildup during recovery

·         Failure to take timely action to prevent a full stall during the conduct of imminent stalls

References

FAA-H-8083-3A Airplane Flying Handbook p. 4-7