Power-on Stall
Students who have had a turning problem during their training in stalls should be told that the problem is directly related to the gradual entry they make into the stall. The entry into the stall should not be initiated until the aircraft has slowed to near the Vmc. The more slowly you are going in level flight the more rapidly you can initiate the stall without excessive gain in altitude and abrupt break.

Recently, I had a student whose initial entry resulted in a gain of over 500' before the stall break. He initiated the stall at over 80 knots. After slowing to 60 and then 50 knots before initiating the stall the gain was 100' with 2000 rpm and 100' with full power.

The effects of p-factor and the other turning tendencies are dynamic and the longer the entry takes the more likely the turning tendency is to enter the picture. As airspeed deteriorates, the turning tendencies increase. You add more right rudder as you approach the stall. You can no longer see over the nose so you have a choice between using peripheral vision over the nose or watch the heading indicator. You use rudder to hold the heading while keeping the ailerons level. Any use of the ailerons will introduce adverse yaw and roll spin input. Done properly the stall break will be straight ahead even when performed in a turn.

As the stall occurs, smoothly lower to nose to or slightly above the horizon. By not reacting abruptly the entire maneuver and recovery can be accomplished in 100'.

Power-on Stall Break
Tractor aircraft require right rudder as the nose is raised into a power-on stall. Failure to maintain coordination will require even more rudder. Failure to maintain coordination will precipitate a wing drop and incipient spin entry.
1) Every stall must keep coordinated rudder to prevent the effects of yaw.
2) If the nose does not turn (Outside or HI reference.) the wings will remain level and the stall break will be straight ahead.

Imminent Stalls
The major difference between this stall segment and those proceeding is the "depth" of the stall. In this procedure regardless of the configuration the recovery is initiated at onset. In the preceding segments no recovery was to be initiated until the actual "break" had occurred. The initiation as before begins with CLEARING TURNS. After obtaining the assigned airspeed, flap setting, power, and bank, commence the entry.

The more slowly you enter the stall, while holding heading/altitude as required, the quieter and more easily heard and felt will be the signs of the stall. If anything, the imminent stall should be approached more gently than a full stall. One should always be light on the controls. You should accept that being light does not mean that you should not be positive in your application. As you approach the stall one wing, the retreating wing, will tend to stall first. This stall, and the retreat can be corrected and prevented through use of the rudder.

With aileron application against the lowered wing, you are increasing the angle of attack of this low wing and taking it even more into the stall. Since the wing continues to drop, the instinctive reaction of even more up aileron only aggravates the stall. Any yaw derived from the rudder will initiate a spin.

The recovery of the imminent stall can be a very smooth gentle process with final recovery in a climb configuration. Again discuss with the examiner how far he wishes you to hold the climb. All disqualifying elements of the full stall apply to an imminent stall. Since the emphasis here is on recognition, letting a full stall develop would probably be disqualifying.

Stall Recognition
There are several stall indicators. The PTS expectation is that when any one of the stall indicators is noted the recovery should be initiated unless the intent is to achieve a full stall. Stall maneuvers should all be conducted at altitudes that allow recovery above 1500 feet for single engine aircraft.
--The stall indication are because of the angle of attack not the airspeed or attitude.
---Mushy controls along with decreasing control effectiveness
---The rpm decreases
---Exterior air flow noise decreases with change in pitch
--Stall warner begins to whimper
--Physical kinesthetic warnings of the body occur
--Buffet, vibration, pitching, sounds

See instructional material on stalls

Most pilots flying today do not use their feet correctly because of their training. The sad part is their instructors were not trained properly to know how to recognize poor rudder control, or how to correct the mistakes. Have had the student handle the aileron control while instructor does the rudder for stall entry and recovery, then reverse the roles.

A coordinated stall is a stall where the nose of the aircraft will drop straight away, without any wing drop. For a given aircraft and configuration different rudder inputs may be required. The student needs to be able to identify the beginning of a spin, i.e. the wing drop. If the student has been taught to identify this wing drop, he can correct for it with rudder before a spin has a chance to develop.

Recognition of the onset of a low speed yaw will also be useful in those low altitude situations where only immediate and correct action will save your life. One way of doing the correct thing is to use the opposite rudder to bring up the dropped wing.

Stall Recovery:
---Initially the pilot must reduce the angle of attack.
---The amount of forward pressure is a variable but should not impose a negative load on the wing.
---Next comes power application to increase speed and minimize loss of altitude.
---No recovery should exceed redlines of power or speed.

Nine Demonstration Stalls
Demonstration stalls are not required to proficiency. Instructors are expected to teach pilots the hazards of these stalls as a preventative. Students are not to practice demonstration stalls.

Simulated Engine Failure Stall in Climb Followed by Gliding Turn
Intention is to show hazard of turn back to airport following takeoff engine failure. Track altitude loss while using different angles of bank.

Performance:
1. At altitude set up Vy climb referenced with parallel (simulated) runway.
2. Reduce power to idle at cardinal altitude.
3. Set attitude for best glide and make 260-degree gliding turn into any wind.
4. Make intercepting turn toward 'runway'.
5. Note altitude loss, airspeed loss and improbability of making runway.

Stalls in Skids and Slips
A skid has excess rudder...more than is needed in the turn. This, at a slow enough speed, will cause the low wing of the turn to stall before the high wing does. The excess rudder causes the aircraft to skid much as a car would on a gravel road turn. The wing that is low will continue to drop even more when the pilot tries to raise it with the aileron. A spin is imminent if top rudder is not immediately applied to raise the wing.

Unlike the skid, the slip has rudder applied against the bank. This causes the high wing, if it should stall, to stall before the low wing. This stall drops the wing and removes the slipping maneuver. The plane will come out of the slip and with neutral rudder will resume wing-level level flight. Skids are bad, slips are good.

Cross-controlled Stall (Performed at altitude)
This occurs when ailerons are in one direction and rudder in the other. Simulate as making base to final turn with excess rudder. A skid.

Initiate a climb while keeping your feet on the floor of the aircraft. Use the aileron to prevent any left turn. Gradually increase the pitch attitude. At some point you will get the desired cross-control stall. Be prepared to use rudder to get out of the resulting incipient spin tendencies. It's a quick demonstration and serves to emphasize the right rudder requirements required in a climbing turn.

Elevator-trim Stall
Student to perform from full landing configuration in a hands-off trimmed gliding descent. Then initiate go-around with full power while holding light right rudder and light elevator pressure until noses rises to critical angle of attack. Allow nose to pitch up and left yaw to occur. Recover at first indication of a stall by reducing pitch attitude. This is a go-around situation that requires considerable forward pressure to lower the nose while milking off the flaps for airspeed and then trimming off yoke pressure. Emphasize necessary attitude control, control pressures, flap removal and trim required during go-arounds. Objective is minimum loss of altitude.

The modified C-172 with power flow exhaust systems have sufficient power to surprise the pilot and reach this stall before being corrected.  Do NOT trim for the flare as a safety measure.  The go-around performed with trim applied for the flare can be deadly.

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