Power-off Stall Practice

[Ralgha]

Anyway, here's some fragemented bits from how I taught it.

Airplane system configuration depends on the airplane. Read the POH. The 152 POH recommends that you leave the mixture leaned appropriately for maneuvers such as stalls.

First time I had a student do one, we entered from slow flight, full flaps (30 degrees), power off. Recovery with full power, nose down to the horizon or slightly lower, flaps 20. Pitch back up and stop the descent, or climb if able. Gradually reduce flaps as airspeed increases. Basically what the PTS calls for.

After they got the inital way to do it down, I'd spread out the entries. We would enter stalls without pausing in slow flight, in turns, recover without removing flaps, recover without using power, etc.

The PTS way isn't the only way to recover from a stall, and it shouldn't be the only way you're teaching your students.

 

[Tinstaafl]

6. Recognizes and recovers promptly after the stall occurs by

simultaneously reducing the angle of attack, increasing power to

maximum allowable , and leveling the wings to return to a straightand-

level flight attitude with a minimum loss of altitude appropriate

for the airplane.

(my emphasis)


...and what it *doesn't* say is to yaw the a/c during the stall to 'raise the wing' as is often taught. Using the rudder to raise a wing during a stall requires a yaw to do it. Yawing during a stall is a spin entry precondition. That the wings must be levelled as part of the whole recovery procedure is not disputed, only the perception that yawing to do it is a correct method.

Note the comma in that paragraph and that part of the sentence that follows it referring to wings level etc: It says that the wings must be levelled to return to S&L flight attitude. It doesn't specify how or exactly when other than to achieve minimal height loss. I maintain that the correct technique is to pitch to fix the high AoA that is the root cause of the stall, adding power as soon as practicable after the pitch is commenced (if power is available). Only after there is no likelyhood of inducing an upgoing wing stall (IAS > Vs & increasing) should the aircraft be rolled to wings level & then pitched to S&L (if pitching is necessary).

Similarly, part of a stall recovery technique can require a pitch reduction which can initially be at an attitude different from that required for S&L flight. A further pitch input is then required to achieve S&L even though this isn't explicitly stated in the PTS. Do you expect a recovery directly to S&L attitude even it's premature? Consider a stall on a downline. S&L attitude is irrelevent until the a/c is at or near a level flight path.

 

[lawfly]

Uh, level the wings more with the rudder? That could make for some interesting results during stall practice...To original poster: if you're going to go kicking the rudder around, make sure you're well out of the stall. We don't want to be reading about you in the accident reports.

 

[BYUFlyr]

Yawing during a stall is a spin entry precondition. That the wings must be levelled as part of the whole recovery procedure is not disputed, only the perception that yawing to do it is a correct method.

I agree with you if you're practicing stalls in a bank; but if you're practicing straight and level stalls and a wing drops (unintentionally) you're already in a spin entry precondition and it will continue to develop until rudder (one of two control surfaces with some effectiveness still in them during a stall) is applied to stop it.

I think any unintentional wing drop should be treated as a potential spin. What's wrong with that?

Just my opinion....

 

[Lead Sled]

Sounds like a **CENSORED****CENSORED****CENSORED****CENSORED** good question for your CFI. Why the hell aren't you asking him/her this?

Ralgha, I agree with you 100%. This is really the type of question that you ought to be asking your CFI, not a bunch of anonymous aviation experts. This forum is a good source of certain types of information, but probably not the best source for other types. If your instructor isn't doing his/her job or if you don't allow them to do it then all of the advice you get here is going to solve the underlying problem. If your instructor is competitent then just ask him. If you're having second thoughts about your CFI then stop your training, find another CFI, then proceed. One thing for certain, being second guessed by a bunch of "experts" on an aviation forum would be enough to irritate almost any quality CFI.

'Sled

 

[Tinstaafl]

BYUFlyr, sorry about my delay replying. Feel free to phone my boss & complain about my work schedule...

Why do you distinguish between a banked stall (& therefore not trying to raise the wing via the secondary effect of rudder), and a stall with a wing drop?

A low wing in a stall is not necessarily a precondition to a spin whether from an AoB or from a wing drop. Yaw whilst stalled is - hence the goal is to prevent yaw by using rudder as required and not to induce yaw as a means to raise the wing.

As long as yaw can be prevented using up to full rudder input then a spin is not an issue. If yaw can't be controlled then it's time to consider using spin recovery control inputs rather than 'plain old' stall recovery inputs.