Student Pilot
Toolbag

Skills - rate how you're doing

• ▸Maneuvering during slow flight

  How this maneuver goes - Airplane Flying Handbook

  1. Clear the area, gradually reduce power, raise pitch to hold altitude as airspeed bleeds off.
  2. Near the target (~5–10 kt above stall warning), add power to hold altitude and trim.
  3. Configure as required (gear/flaps), anticipating the pitch/AOA change with each change.
  4. Hold coordinated flight with steady right rudder; use larger, smoother inputs as the controls go mushy.
  5. Practice shallow turns, climbs, descents — add power in turns and counter yaw with rudder.
  6. React immediately to any stall warning by relaxing back pressure to lower the AOA.
  7. To exit: add power, ease forward to hold altitude as lift builds, clean up, re-trim.

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• ▸Power-off stalls

  How this maneuver goes - Airplane Flying Handbook

  1. Clear the area; set landing configuration; hold altitude until speed slows to approach speed.
  2. Pitch to a normal approach descent attitude at idle power.
  3. Smoothly raise the nose to induce the stall, wings level and coordinated.
  4. Hold pitch until the full stall (uncommanded nose-down that can't be arrested).
  5. At the stall, reduce AOA with nose-down elevator until the stall warning stops.
  6. Level the wings with aileron, coordinate with rudder (right rudder as power comes in).
  7. Smoothly add power, return to the flightpath (or positive-rate go-around), retract flaps/gear, avoid a secondary stall.

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• ▸Power-on stalls

  How this maneuver goes - Airplane Flying Handbook

  1. Clear the area; set takeoff/climb configuration; slow to normal lift-off speed.
  2. At lift-off speed, apply takeoff/climb power while rotating into the climb attitude.
  3. Raise the nose to increase AOA (elevator progressively aft), adding right rudder to stay coordinated.
  4. Hold until the full stall — recognize by sight, sound, feel.
  5. At the stall, immediately reduce AOA with nose-down elevator until the warning stops.
  6. Level the wings with aileron, coordinate with rudder (right rudder for yaw).
  7. Return to the desired flightpath with adequate airspeed and control, avoiding a secondary stall.

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• ▸Accelerated stalls

  How this maneuver goes - in the handbook's own words

  There are two methods for performing an accelerated stall. The most common accelerated stall procedure starts from straight-and- level flight at an airspeed at or below VA or VO. The pilot rolls the airplane into a coordinated, level-flight 45° turn and then smoothly, firmly, and progressively increase the AOA through back elevator pressure until a stall occurs. Alternatively, the pilot rolls the airplane into a coordinated, level-flight 45° turn at an airspeed above VA or VO. After the airspeed slows to VA or VO, and at an airspeed 5 to 10 percent faster than the unaccelerated stall speed, the pilot progressively increases the AOA through back elevator pressure until a stall occurs. The increased back elevator pressure increases lift and the G load. The G load pushes the pilot's body down in the seat. The increased lift also increases drag, which may cause the airspeed to decrease. The pilot should know the published stall speed for 45° of bank, flaps up, before performing the maneuver. This speed is typically published in the AFM.

  An airplane typically stalls during a level, coordinated turn similar to the way it does in wings-level flight, except that the stall buffet can be sharper. If the turn is coordinated at the time of the stall, the airplane's nose pitches away from the pilot just as it does in a wings-level stall since both wings will tend to stall nearly simultaneously. If the airplane is not properly coordinated at the time of stall, the stall behavior may include a change in bank angle until the AOA has been reduced. It is important to take recovery action at the first indication of a stall (if impending stall training/checking) or immediately after the stall has fully developed (if full stall training/checking) by applying forward elevator pressure as required to reduce the AOA and to eliminate the stall warning, level the wings using ailerons, coordinate with rudder, and adjust power as necessary. Stalls that result from abrupt maneuvers tend to be more aggressive than unaccelerated +1G stalls. Because they occur at higher-than-normal airspeeds or may occur at lower-than-anticipated pitch attitudes, they can surprise an inexperienced pilot. Since an accelerated stall may put the airplane in an unexpected attitude. Failure to execute an immediate recovery may result in a spin or other departure from controlled flight.

  Airplane Flying Handbook, Chapter 5 — Accelerated Stalls

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• ▸Spin awareness

  How this maneuver goes - Airplane Flying Handbook

  1. Recognize the setup: stalled wing + yaw (uncoordinated stall), most common in an overshooting base-to-final turn.
  2. At the first sign of an approaching stall, prevent yaw and hold coordinated flight — averting yaw prevents the spin.
  3. If a spin begins, recognize it by low constant airspeed and rotation; read direction from the turn coordinator, not the ball.
  4. Recover at the incipient phase (before 360°): reduce power to idle.
  5. Neutralize the ailerons.
  6. Apply and hold full rudder opposite the rotation, briskly, until rotation stops.
  7. Briskly apply forward elevator to break the stall (don't wait for rotation to stop).
  8. When rotation stops, neutralize rudder, then smoothly raise the nose to level flight. `[verify — always follow the manufacturer's spin recovery procedure]`

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