B. Task: 
POWER OFF STALL
REFERENCES: AC 61-21, AC 61-67, operating handbook, flight manual

P 1. Knows aerodynamics of power-off stall. Discusses aerodynamics of a stall which occurs as a result of uncoordinated flight. (Spin entry) Emphasis shall be placed upon recognition of and recovery from a power-off stall. Recognizes and recovers from power-off stall.
P 2. Selects an entry altitude that allows all maneuvers to be above 1500' AGL, or as recommended by examiner.
P 3. Establishes a stabilized approach in the approach or landing configuration, as specified by examiner.
P 4. Transitions smoothly from the approach or landing attitude to the pitch attitude that will induce a stall.
P 5. Maintains a specified heading, + 10-degrees, if in straight flight; maintains a specified angle of bank not to exceed 30-degrees, +0/-10-degrees; in turning flight, while inducing the stall.
P 6. recognized and announces the first aerodynamic indications of the oncoming stall, i.e., buffeting or decay of control effectiveness.
P 7. Recovers promptly after a stall occurs by simultaneously decreasing the pitch attitude, applying power, and leveling the wings to return to a straight-and-level flight attitude with a minimum loss of altitude appropriate for the airplane.
P 8. Retracts the flaps to the recommended setting, retracts the landing gear, if retractable, after a positive rate of climb is established; accelerates to Vy before the final flap removal, returns to the altitude, heading, and airspeed specified by the examiner.

EX Able to explain what causes an aircraft to stall, drop a wing, spin, and recover. Able to discuss flight circumstances where an accidental or intentional power off stall might occur. Able to demonstrate power off stall entry and recovery. Able to demonstrate from level or bank in full or partial stall. With or without flaps. All flight to be no lower than 1500 AGL.

Back side of power curve, initiated from stabilized approach landing configuration, induce stall while maintaining heading within 10 degrees, or in a bank + 0 and -10 degrees with no more than 30 degree bank. Recognizes and announces first buffet or decay of control authority, recovers promptly after stall occurs with minimum loss of altitude. Accelerates to Vy before final flap retraction, returns to altitude, heading and airspeed specified by examiner.

Establishes landing configuration specified, transitions to stall, recovers by pitch, power, rudder, minimum loss of altitude. retracts flaps and climbs at Vy as directed. No secondary stall, excessive altitude loss, spin, or flight below 1500 AGL shall occur.

PTS Power-off Stall
In all past PTSs this stall as described in the present one, went by the name of Approach-to-Landing stall. A difference was that the power was maintained at 1500 rpm. Now the FAA PTS has created a monster. While the standard landing procedure is to be performed with partial power, the PTS landing stall is to be made as 'the' power-off maneuver required of all PP applicants.

The purpose of this stall is to emphasize that the addition of power will not break a stall, only reduction of the angle of attack will do that. Power is used to conserve altitude. The aircraft is configured for landing approach with full flaps and partial power. Power is taken off and a descent is entered only to be followed by a turn during which altitude is to maintained until the stall. At the stall break the pilot is expected to reduce the angle of attack, level the wings, add full power, and remove part of the flaps. While maintaining altitude the aircraft is cleaned up with further removal of flaps and a climb is initiated when speed permits.

Approach to landing configuration
--Also called the approach to landing stall
-- Full landing configuration a power off stall and recovery to clean-up and climb while not being distracted and then being exposed to major distraction. Note loss of altitude.
-- Student to raise nose into buffet, announce stall and recovers after the stall occurs with minimum altitude loss.
--Base to final cross-control stall
--Pitch increase to offset rapidly increase in sink rate
--Improper airspeed control
-- Commercial applicant is expected to recover as the stall occurs

Stalls
When we do stalls we are seeking recognition and prompt, proper recovery. You, the student, are being taught awareness. How you become aware depends on many factors. Most important are the variations of the center of gravity that will affect how a stall is entered and recovery accomplished.

As part of the preliminaries the examiner will ask you to perform a weight and balance for the aircraft. Based on the results you may be expected to discuss how the aircraft will stall and recover based on this information. You should be able to answer basic questions as to how the weight and C. G. affects the aircraft's stall characteristics. Answer the question asked. Don't dig yourself into a hole by trying to explain more than you know. The examiner is looking for recognition. He wants to know if you can recognize and distinguish between an incipient, a full stall, and perhaps an aggravated stall. He will observe your entry into the stall as to speed, heading, bank, and control usage. Use of the rudder is of particular interest. Keep the ball centered in all turns. You may be questioned as to your knowledge of stall recovery. The proper sequence is of particular importance. Do you try to raise a wing by using aileron? Did you use rudder to keep a wing from dropping during the incipient phase? Did you initiate your climb without exceeding Vy? How do you handle distraction? Your instructor will try to expose you to all of these learning opportunities.

Don't hurry. Talk your way into, through, and out of the stall. At no point in this section does the text discuss CLEARING TURNS. Yet, failure to clear the area automatically fails the applicant. A very common fault of clearing turns is failure to make at least a 90 degree left and right turn while maintaining the same altitude. A left 360 is always a good alternative. In a C-150 any stall can be achieved with only two fingers behind the yoke. A full grip on the yoke tends to tighten. This gives the impression of pull and movement but is deceptive. It leads to inadvertent steep banks and down pressure on the yoke shaft. Use two fingers and pull up for the last 4 inches of movement. Do not use trim during stalls unless the examiner makes a specific request. Know how to make a smooth entry. The smoother the entry the more control you will have over the stall. Without flaps, apply Carb Heat, power off, while holding heading and altitude. When 60 knots is reached slowly and smoothly apply back pressure, yoke, and rudder. If a bank is required, do not let the bank exceed 20 degrees. Use the minimum bank allowed if you can hold it correctly. A common fault in all stalls that require bank is to let the bank angle increase. Remember to take out bank pressure on yoke gradually as the pitch and angle of attack increases. Holding the same yoke angle as entry will cause bank angle to increase as yoke is pulled back. While in the bank an incorrect application of rudder may cause one wing to drop abruptly.

This is a stall and may occur without the horn going off. The instinctive application of up-aileron will only make the situation worse. At the stall, regardless of whether its one wing or the nose, relax yoke pressure to allow the nose to go to or slightly below the horizon. Level the wings and apply full power with appropriate rudder. Set a climb attitude at best rate of climb. (About 65 knots) Prior to beginning stalls ascertain how far the examiner wishes you to continue your recovery climb.

If directed to use flaps, put in the assigned amount soon after the white arc is reached. Hold heading and altitude until 50 knots or lower is reached. Apply yoke pressure and bank with more generous rudder very gently and slowly. The stall break will be more abrupt with flaps but the recovery proceeds the same. As soon as power is applied start bringing up the flaps to 20 degrees and then milking. The most common faults of the flap stalls are failure to bring up the flaps and entering a secondary stall. With full power applied the full flaps secondary stall will probably lead immediately to a spin.

A full power, full flap spin requires that power be taken totally off and flaps raised before normal recovery procedures are initiated. Since a one turn full spin in a C- 150 can lose 1000 feet it is best never to do stalls below 3000 feet.

See instructional material on stalls.

B. TASK: 
POWER-ON STALLS
REFERENCES: AC 61-21, AC 61-67 operating handbook, flight manual

P 1. Knows aerodynamics of power-on stalls and effect of uncoordinated use of controls. This shall include an understanding of the aerodynamics of a stall which occurs as a result of uncoordinated flight. (Spin entry) Emphasis shall be placed upon recognition of and recovery from a power-on stall. Recognizes and recovers from power-on stall.
P 2. Select entry that will complete all maneuvers above 1500' AGL, or recommended altitude, which ever is higher.
P 3. Establishes takeoff or departure, configuration, airspeed and power specified by the examiner.
P 4. Transitions smoothly from the takeoff or departure attitude to pitch attitude what will induce a stall.
P 5. Maintains a specific heading +10-degrees, if in straight flight; maintains a specified angle of bank not to exceed 20-degrees, +0/-10-degrees, if in turning flight, while inducing the stall.
P 6. Recognizes and announces the first aerodynamic indications of the oncoming stall, i.e., buffeting or decay of control effectiveness.
P 7. Recovers promptly after a stall occurs by simultaneously decreasing the pitch attitude, applying power as appropriate and leveling the wings to return to a straight-and-level flight attitude with a minimum loss of altitude appropriate for the airplane.
P 8. Retracts the flaps to the recommended setting, retracts the landing gear, if retractable, after a positive rate of climb is established; accelerates to Vy before the final flap removal, returns to the altitude, heading, and airspeed specified by the examiner.

EX Explain the effect of power on the stall. Show how the failure to use adequate rudder to compensate for power affects the stall. Discuss the flight situations where such a stall might be expected. Explain recovery as being by pitch, power, rudder, for minimum loss of altitude. retract flaps and climb at Vy as directed. No secondary stall, excessive altitude loss, spin, or flight below 1500 AGL shall occur.

The student will establish the aircraft in a takeoff/departure configuration at approximately lift-off speed or as specified by examiner. A bank may or may not be required. The amount of power is usually specified as full except during entry. No lower than 1500 feet AGL, takeoff or departure configuration, induce the stall while maintaining heading within 10-degrees or in a turn no more than twenty degrees +0 or -10 degrees. Recognizes and announces buffet, first signs of control decay, recovers as stall occurs. To Vy before final flap retraction, returns to altitude, heading, and airspeed specified by the examiner.

This is the stall likely to occur during take off. In higher-powered aircraft a trim set for landing assist can precipitate this stall. This is a good reason to check trim prior to takeoff. A bank assumes an effort to avoid an obstruction. Limit bank to 20 degrees since a 30-degree bank is more likely to lead to misuse of the rudder and a wing drop as consequence. The slower your entry speeds the less pitch up when power is applied. Anticipate all power applications with rudder since applications are more likely to lag than lead.

Again, CLEARING TURNS. Talk through the entry, stall, and recovery. Talking explains to the examiner how you understand the process. Carb Heat, Power to 1500 or as specified, slow to lift off of 50 knots, hold heading and altitude, full power (rudder), and bank as directed. If you are not directed to bank, don't. Since the test will allow as little as a 10-degree bank, use that, but no less if so directed.

Slowly, smoothly but constantly, increase the back pressure. Apply rudder as the pitch attitude increases. The aircraft will gain altitude, may attempt to increase bank if a bank is required. The important element is to keep applying pressure until the stall occurs. Any abrupt back pressure will aggravate rudder errors and cause sharp wing drop. All too often pilots fail to get full back and up yoke and so continue to fly the plane at the edge of the stall. Don't forget the yoke is not all the way back until you pull it up. As pitch attitude increases so will required rudder pressure. All stalls are performed at altitude.

Since the power dramatically increases the pitch attitude, the stall break will be abrupt. Allow the nose to drop to or slightly below the horizon, level the wings, confirm full power, and initiate climb at best rate.

--Also called the departure stall or go-around stall
-- Straight and turning stalls initiated at lift off speeds with variable power settings
--Takeoff, go-around and climb out situations
--Trim and improper flap retraction
--Airspeed control on takeoff
--Repeat exercise but introduce major distraction at point of stall.
--Student to announce buffeting or control decay and initiate recovery by reducing pitch and using power.
--Commercial requires holding heading or up to 20 degree bank. Announces stall and recovers

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