Power On Stalls

power-on stalls are practiced to simulate an accidental stall occurring during takeoff and climb the airplane will be set up in the clean configuration just as it would be during a normal takeoff and climb because this type of stall often occurs close to the ground it is critical for you to be able to recognize the onset of the stall through sight sound and proper recovery techniques should be practiced to help develop the habit of taking prompt corrective action the focus of this manoeuvre will be on maintaining heading altitude and airspeed throughout the stall entry and recovery power-on stalls can be performed both from straight flight and in a shallow to medium banked turn if you are performing the maneuver from straight flight it will be important to pick a visual reference off the nose in order to maintain directional control throughout the entry and recovery you will be expected to maintain your entry heading plus or minus 10 degrees throughout the manoeuvre if you are asked to induce the stall while turning you will be expected to maintain the designated Bank angle plus or minus 10 degrees it is important to remember that during power on stalls power speed and pitch will all be changing rapidly so rudder usage is critically important in order to enter the manoeuvre it is necessary to slow the airplane down to rotation speed while maintaining altitude even with reduced power it will still be necessary to use slight right rudder pressure to maintain coordination and overcome the left-turning tendencies of the airplane as the airplane slows to rotation speed the power will be increased to takeoff power while simultaneously increasing the pitch as the power and pitch attitude are increased the left-turning tendencies will also increase dramatically therefore it will be necessary to increase the right rudder pressure continuously throughout the setup in order to maintain directional control remember to divide your attention both inside and outside the airplane through this pitch increase in order to avoid traffic and also to aid in heading control if coordinated flight is not maintained as the aircraft stalls it is possible for the airplane to yawn dramatically and enter an inadvertent spin good directional control and coordination throughout the entry and recovery will prevent a spin from occurring so proper rudder usage is critical if you are performing the maneuver in a turn maintain coordinated flight in a shallow to medium banked turn use rudder to compensate accordingly altitude requirements for performing stalls are very simple the first thing you need to do is select an altitude that will allow you to recover no lower than 1500 feet AGL this is the minimum altitude that you are allowed to descend to during the maneuver as you begin the manoeuvre you will slow the airplane to lift off speed by reducing the power and increasing the pitch in order to maintain altitude once rotation speed is attained the power will be increased to takeoff and the nose will be pitched up excessively and will begin climbing once the airplane stalls you will immediately begin the recovery in order to recover you will need to lower the nose and begin a momentary descent 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 pre assigned altitude designated prior to the stall this can be accomplished by following the recovery procedures outlined in this pace video and the cessna s OPM in order to begin the maneuver it will be necessary to slow the airplane to rotation speed as you reduce the power to begin the slowdown you will have to continuously increase the back pressure on the yoke in order to maintain altitude and allow the airplane to slow down if the back pressure is released the nose will drop the airplane will accelerate once rotation speed has been reached takeoff power will be applied and the aircraft will be pitched up and allowed to climb during this climb you will be in an excessively high pitch attitude so the airplane will continue to slow down until the stall occurs once the airplane has stalled lower the nose momentarily and allow the airplane to accelerate begin to raise the nose back to the VI pitch attitude and the airspeed will build allowing the airplane to climb once you have returned to the designated altitude accelerate to normal cruise airspeed throughout all of the changes in airspeed trim should be used to alleviate control pressures now that we have discussed the key elements associated with the manoeuvre let's see how they all come together to perform a power on stall after performing clearing turns and making a position report select a heading and altitude that will allow the manoeuvre to be completed no lower than 1500 feet AGL when you are ready to begin reduce power to 1500 rpm while increasing pitch to maintain altitude adjust the trim to relieve control pressure allow the plane to slow to vr 55 knots at that point you should smoothly apply full power and increase pitch to approximately 20 degrees nose-up while maintaining your original heading if you are performing a turning stall smoothly roll into a bank of up to 20 degrees in the desired direction in both straight and turning stalls remember to use rudder to maintain coordinated flight this increase in both pitch and power will cause the airplane to continue to slow down as it climbs as the airplane loses airspeed the angle of attack will continuously increase as the airspeed comes closer and closer to stall speed often the first indication of an impending stall is the stall horn this audible tone will increase in volume and pitch as you continue to increase the angle of attack while the stall horn is increasing in volume engine and wind noise will be decreasing as both the engine and airplane slow down as the aircraft approaches an imminent stall you will begin to feel a shaking also known as a buffett in the yoke and possibly in your seat this buffett is generated by the disruption of smooth airflow at the wingtips and is the first aerodynamic indication of an imminent stall finally as the critical angle of attack is exceeded and the wings stall the nose of the airplane will drop considerably without any input from the pilot as the wing stalls and the nose drops call out star the first step in stall recovery is to release the elevator back pressure it is not necessary to push the nose down simply relaxing the rearward pressure on the yoke should be sufficient to reduce the angle of attack below the critical angle at the same time the throttle must be advanced to maximum allowable power if it is not already there to allow the airplane to regain flying speed once the angle of attack has been lowered and full power applied the airplane will be in a nose low pitch attitude once sufficient flying speed has been reached the nose should be raised to the V Y pitch attitude the cowling should be placed approximately on the horizon to give you nine to ten degrees of nose up pitch it is expected that you will lose some altitude during the recovery but it is important to minimize this loss and recover quickly and effectively to climbing flight it is also 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 if recovering from a turning stall the wings must be brought to level before the nose is raised in order to prevent excessive loading of the wings which will raise stall speed and possibly induce a secondary stall during the recovery directional control throughout the recovery to climbing flight will require the use of rudder as the airplane will now be in a nose high pitch attitude with full power allow the airplane to climb to the specified altitude on your original heading or if doing turning stalls on the heading you recovered to level off at your desired altitude and once the airplane has accelerated to normal cruise speed set cruise power reach REM the airplane and complete the cruise checklist now that we've covered how to fly the manoeuvre let's look at the end goals for your skills and a power on stall some of the standards for the end of course checkride include select an entry altitude that allows the task to be completed no lower than 1500 feet AGL establish the takeoff or departure configuration and set power to no less than 65% available power transition smoothly from the takeoff or departure attitude to the pitch attitude that will induce the stall maintain a specified heading plus or minus 10 degrees if in straight flight maintain a specified angle of bank not to exceed 20 degrees plus or minus 10 degrees if in turning flight while inducing the stall recognize and recover promptly after a fully developed stall occurs accelerate to V Y speed return to the altitude heading and airspeed specified by the examiner

Channel: ERAU SpecialVFR

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Keywords: Flying, flight training, aviation, Cessna, pilot, private pilot, embry riddle, erau, airplanes, ground school

Id: Wf-1bGziMME

Length: 9min 31sec (571 seconds)

Published: Thu Aug 25 2016