| |
The practice of power-off stalls is usually
performed with normal landing approach conditions
to simulate an accidental stall occurring during
approach to landing. However, power-off stalls
should be practiced at all flap settings to
ensure familiarity with handling arising from
mechanical failures, icing, or other abnormal
situations. Airspeed in excess of the normal
approach speed should not be carried into a
stall entry since it could result in an abnormally
nose-high attitude.
To set up the entry for a straight-ahead power-off
stall, airplanes equipped with flaps or retractable
landing gear should be in the landing configuration.
After extending the landing gear, applying carburetor
heat (if applicable), and retarding the throttle
to idle (or normal approach power), hold the
airplane at a constant altitude in level flight
until the airspeed decelerates to normal approach
speed. The airplane should then be smoothly
pitched down to a normal approach attitude to
maintain that airspeed. Wing flaps should be
extended and pitch attitude adjusted to maintain
the airspeed.
When the approach attitude and airspeed have
stabilized, the pilot should smoothly raise
the airplane’s nose to an attitude that
induces a stall. Directional control should
be maintained and wings held level by coordinated
use of the ailerons and rudder. Once the airplane
reaches an attitude that will lead to a stall,
the pitch attitude is maintained with the elevator
until the stall occurs. The stall is recognized
by the full-stall cues previously described.
Recovery from the stall is accomplished by reducing
the AOA, applying as much nose-down control
input as required to eliminate the stall warning,
leveling the wings, maintaining coordinated
flight, and then applying power as needed. Right
rudder pressure may be necessary to overcome
the engine torque effects as power is advanced
and the nose is being lowered. If simulating
an inadvertent stall on approach to landing,
the pilot should initiate a go-around by establishing
a positive rate of climb. Once in a climb, the
flaps and landing gear should be retracted as
necessary.
Recovery from power-off stalls should also be
practiced from shallow banked turns to simulate
an inadvertent stall during a turn from base
leg to final approach. During the practice of
these stalls, take care to ensure that the airplane
remains coordinated and the turn continues at
a constant bank angle until the full stall occurs.
If the airplane is allowed to develop a slip,
the outer wing may stall first and move downward
abruptly. The recovery procedure is the same,
regardless of whether one wing rolls off first.
The pilot must apply as much nose down control
input as necessary to eliminate the stall warning,
level the wings with ailerons, coordinate with
rudder, and add power as needed. In the practice
of turning stalls, no attempt should be made
to stall or recover the airplane on a predetermined
heading. However, to simulate a turn from base
to final approach, the stall normally should
be made to occur within a heading change of
approximately 90°.
|
