Skill Builder Series: Power-On Stalls

2. Skill Builder Series:Power-On Stalls How to actually learn something from this seemingly arbitrary maneuver

3. The set-up Start at an altitude that allows completion at least 1,500� above ground Do a couple of clearing turns as we�ll be maneuvering & distracted by your airplane Configure your airplane for maneuvers: fullest fuel tank, fuel pump on, lights on, etc. Find a cardinal heading to make directional control easier & more evident Preferably into the wind to reduce your geographic footprint

4. Performing the Stall

5. Inducing the stall Slow to a normal departure speed (Vy) by reducing power to 1500ish RPM & holding altitude Once at Vy, increase to full power, apply right rudder, & begin to increase pitch Very, very smoothly add back pressure to increase the angle of attack Maintain directional control by using the rudder, primarily favoring right rudder due to the intense left-turning tendency

6. How low can you have the nose when the wing stalls? This maneuver is designed to show you how a typically comfortable pitch attitude can create loss of aerodynamic control while taking off or performing a go-around This new knowledge of the attitude associated with exceeding the critical angle of attack should truly get your attention If you expect too much from your airplane, without the airspeed & power to back it up, bad things happen�

8. A word on rudder inputs Coordination is imperative when stalling your airplane An uncoordinated stall = a spin Connect yourself to your airplane through the rudder pedals Try it first with the wings level, if the nose isn�t moving left or right, you�re coordinated If you�re not used to using the rudder, perform the stall while gently massaging the pedals to stay connected to the longitudinal axis

9. Common Errors When Inducing The Stall

10. �I wish I was in an F-16 right now� Be patient If we are to associate this stall with an over-rotation during takeoff, let�s increase pitch at a rate consistent with a takeoff rotation The goal is not to hit a 30� deck angle, be warned of stall, then drop the nose. We learn nothing from that exercise Properly performed, the pull-back should take at least 10 seconds�usually 20 or more

12. The Dreaded �Wing-Drop� Have you ever heard me talk about rudder? Aerodynamically critical situations call for superior aerodynamic control That old wing-drop comes, in most cases, from a lack of coordination (even for a fraction of a second) as the stall is finalizing The solution is a more proactive approach to longitudinal axis control through the rudder�arbitrarily using some right rudder is not nearly good enough What you�re accidentally performing is the incipient phase of a spin

14. Skill Builders

15. �Flirt� with the stall Learn about your airplane�s Critical Angle of Attack Raise the attitude just enough to induce the stall, then lower it just 1 Recover by reducing Angle of Attack slightly Try a couple while looking only at your wing tip. Can you visualize the airflow separation? Try a couple while looking at the tail. Do you see where your stall buffet comes from?

17. The �High Density Altitude Takeoff Mistake� To simulate the most common stall on takeoff (upon rotation on a high weight and/or high density altitude takeoff) limit your power setting Fixed pitch prop folks: 2200ish RPM Controllable pitch prop folks: 18-2020�ish MAP & Full RPM What you see is what you get�the safe practice altitude of 3000�-7000� is accurate & so is the simulated �maximum power developed�

18. Performing this while in a turn All of the same procedures apply to induce the stall and recover from the stall, with one exception As you begin the recovery, also smoothly roll the wings to the level attitude Don�t worry, the bank will not cause a spin if you are coordinated

19. Recover From the Stall

20. The recovery For a flight test, recovery begins upon recognition of the first indication of stall Outside of flight tests, when comfortable, or with a CFI, continue into the stall The pilot smoothly, but progressively reduces angle of attack by reducing pitch Positive attitude control at roughly your airplane�s cruise pitch attitude is key 3 seconds of acceleration at that attitude is adequate for most airplanes Smoothly increase the pitch to a normal Vy climb attitude

22. The reality of the recovery A pilot may fly their entire life without experiencing an unintentional stall Those who do, within 500� of the ground, often don�t cope with it the way we describe in training The point of this maneuver is to emphasize prevention more than recovery Performed perfectly, you still may lose as much as 100�, quickly & coordinated Imperfectly, under stress, with reaction time built in, the results are less impressive

23. Common Errors When Recovering From The Stall

24. The �over push� The stalled condition was caused by the pilot exceeding the critical angle of attack All the pilot must do to recover from that stalled condition is reduce the angle of attack below the critical angle of attack This means you need to relieve the back pressure that you applied to induce the stall You don�t need to actually push forward in most airplanes, in most conditions Yes, pushing the nose down will recover from the stall a moment quicker, but the subsequent loss of altitude is the price you pay

26. Secondary stall Happens after the pilot has recovered from the initial stall and makes 1 of 3 mistakes in the extended recovery procedure Loses patience and raises the nose of the airplane too soon, before the power has allowed the airplane to accelerate noticeably above stall speed Over controls with the elevator and raises the nose higher than the airplane�s thrust is capable of supporting Too quickly retracts flaps (if applicable), reducing lift and increasing stall speed

28. Training & Practice Cover up the flight instruments�all of them. Properly approached, covering the instrument panel will dramatically improve your performance Dedicate one hour of your next flight to discovering the lessons of this maneuver without the pressure of performing it to Practical Test Standards Grab a CFI who will teach & demand perfect control of attitude & coordination

29. Next Saturday: Noise Abatement: With Jennifer Lewis from the M.A.C. Download this presentation & join our weekly pilot newsletter @ www.inflightpilottraining.com