IX .B.

Power – Off Stalls_________________________________________________________

References:
1. AC 60-14 (Aviation Instructor’s Handbook)
2. AC 61-21 (Flight Training Handbook) pg. 148
3. POH (Pilots Operating Handbook)
4. FAA-S-8081-1 (Private Pilots Practical Test Standards) pg. 1-22
5. FAA-S-8081-2 (Commercial Pilots Practical Test Standards) pg. 1-26

Objective To develop the students understanding of Power-Off Stalls.

Elements 1. Aerodynamics of power-off stalls.

2. Relationships of various factors such as landing gear and flap configurations, weight, CG,
load factor and bank angle to stall speed.
3. Flight situations where unintentional power-off stalls may occur.
4. Recognition of the first indications of power-off stalls.
5. Performance of power-off stalls in climbing flight (straight or turning)
6. Entry technique and minimum entry altitude.
7. Coordination of flight controls.
8. Recovery technique and minimum recovery altitude.

Schedule 1. Discuss Objectives 03

2. Review Material 02
3. Development 20
4. Conclusion 05

Equipment 1. FTH
2. Private/Commercial PTS
3. White board / markers
4. POH

IP’s Actions 1. Discuss lesson objectives

2. Present Lecture
3. Ask and Answer Questions

SP’s Actions 1. Participate in discussion

2.Take notes
3. Ask and respond to questions

Completion 1.This lesson will be complete when student has understanding of power-off stalls.
Standards 2.Student should be able to demonstrate to private PTS this maneuver.

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Instructor Notes: Power Off Stalls_________________________________________________

Introduction:
What? – A stall is a loss of lift and an increase in drag occurring when an aircraft is flown at an angle of attack
greater than that for maximum lift.

Why? – We practice power-off stalls to simulate an accidental stall in the landing and approach phase.

Overview: - This lesson will cover the basic elements pertaining to Power-Off Stalls, including:
1. Aerodynamics of power-off stalls.
2. Relationships of various factors such as landing gear and flap configurations, weight, CG, load factor and
bank angle to stall speed.
3. Flight situations where unintentional power-off stalls may occur.
4. Recognition of the first indications of power-off stalls.
5. Performance of power-off stalls in climbing flight (straight or turning)
6. Entry technique and minimum entry altitude.
7. Coordination of flight controls.
8. Recovery technique and minimum recovery altitude.

DEVELOPMENT:
How?
1.) AERODYNAMICS OF POWER-OFF STALLS
A.) A stall is a loss of lift and an increase in drag occurring when an aircraft is flown at angles of attack
greater than the angle for maximum lift -- exceeding the critical angle of attack.
B.) Critical angle of attack - when the AOA is increased to approximately 18-20 degrees, the airs-stream can
no longer follow the upper curvature of the wing because of an excessive change in direction:
C.) A stall can occur at any airspeed, attitude, and power setting!
D.) Airflow begins to separate as it is forced to flow straight back and swirls as it attempts to follow the
upper wing surface.
E.) This causes a sudden increase in pressure on the upper wing surface causing a considerable loss in lift.
F.) Most wings are designed to stall at the wing root first, then out to the wing tips because the wing tip has a
lower angle of incidence than wing root.
G.) The angle of incidence keeps the ailerons effective even as the wing begins to stall.

2.) RELATIONSHIP OF VARIOUS FACTORS SUCH AS LANDING GEAR AND FLAP

CONFIGURATION, WEIGHT, CG, LOAD FACTOR AND BANK ANGLE TO STALL SPEED.
A.) Landing gear and flap configuration:
1. Increases lifting capability of the wings
2. Allows plane to fly at a lower angle of attack
3. Decreases stall speed.
B.) Weight:
1. Increased weight requires a higher AOA to produce additional lift at a given airspeed.
2. Increases stall speed.
C.) CENTER OF GRAVITY:
1. Aft C.G.
a) Aircraft flies at a lower angle of attack for a given airspeed.
b) Critical AOA will be exceeded a lower speed.
c) Decreases stall speed.
d) Note: recovery from a stall is more difficult because the aircraft has a reduced tendency to pitch
nose down.
2. FORWARD C.G.

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 a) Aircraft flies at a higher angle of attack for a given airspeed.
b) Critical angle of attack will be exceeded at a higher speed.
c) Increases stall speed.
d) Note: recover is easier because aircraft has a greater tendency to pitch nose down.
3. LOAD FACTOR/BANK ANGLE:
a) Load factor is the ratio of the lifting force produced by the wings to the actual weight of the
airplane.
b) Stall speed increases in proportion to the square root of the load factor.
c) In a constant altitude turn, the angle of attack needs to be increased to maintain constant
airspeed; therefore, the stall speed will be reached at a higher airspeed.
4. OTHER:
a) Anything that can change the shape of the wing surface (ice, snow, and frost) will increase the
stall speed.
b) Turbulence will change the relative wind and result in an abruptly increased angle of attack.
D.) FLIGHT SITUATIONS WHERE UNINTENTIONAL POWER-OFF STALLS MAY OCCUR.
1. Attempting to recover from a high sink rate by using only pitch.
2. Attempting to “stretch” a glide.
E.) RECOGNITION OF THE FIRST INDICATIONS OF POWER-OFF STALLS.
1. Buffeting
a) Caused by turbulent air (from disturbance of laminar flow) from the wings flowing back over the
fuselage and horizontal stabilizer.
2. Mushiness of the controls:
a) As the speed is reduced the resistance to pressures becomes progressively less.
b) Requires larger control inputs than normal to achieve desired results.
3. OTHER INDICATIONS:
a) Stall warning horn
b) Attitude/airspeed of the aircraft
c) VSI - trend change, loss in altitude.
3.) PROCEDURE
A.) Pre-maneuver check
B.) Clearing turn
C.) Entry altitude - recover above 1,500 AGL or manufacturer recommended.
D.) Select a reference in front of the aircraft.
1. High enough not to be obscured by nose up attitude
E.) Reduce power
F.) Configure aircraft - gear down, full flaps, prop high.
G.) Allow airspeed to decrease to Vx while holding altitude.
H.) Stabilize at Vx airspeed for several seconds, requires pitch down.
I.) Pitch to attitude that will induce a stall, while reducing power to idle.
1. Maintain coordination
2. Maintain directional control with the rudder, and wings held level with the ailerons.
3. If performing turning stall, apply no more than 30 degrees of bank.
4. RECOVER
5. REDUCE THE AOA TO GET AIR FLOWING OVER WINGS AGAIN.
6. RETURN WINGS LEVEL, IF BANKED.
7. USE OPPOSITE RUDDER TO STOP ANY “QUICK BANKING” UPON STALL.
8. APPLY MAXIMUM POWER.
9. SLOWLY PITCH TO VY ATTITUDE
10. RETRACT PARTIAL FLAPS.
11. AFTER POSITIVE RATE OF CLIMB, RETRACT GEAR.
12. AS AIRSPEED INCREASES THROUGH VX, RETRACT FLAPS.
13. RECOVER TO CRUISE.
J.) PTS STANDARDS
1. Commercial
a) Recover at the buffeting (imminent) and resume to climb.
b) +/-10 degrees heading.
2. Private

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 a) Recover from a full stall with minimum loss of altitude.
b) +/-10 degrees heading
Common Errors:
1. Failure to establish specified landing gear and flap configuration prior to entry.
2. Improper pitch, heading, and bank control during straight-ahead stalls.
3. Improper pitch and bank control during turning stalls.
4. Rough or uncoordinated control technique.
5. Failure to recognize the first indications of a stall.
6. Failure to achieve a stall.
7. Improper torque correction.
8. Poor stall recognition and delayed recovery.
9. Excessive altitude loss or excessive airspeed during recovery.
10. Secondary stall during recovery.

CONCLUSION

OVERVIEW
Discuss Elements, to include:
1. Aerodynamics of power-off stalls.
2. Relationship of various factors such as landing gear and flap configurations, weight, CG, load factors and
bank angle to stall speed.
3. Flight situations where unintentional power-off stalls may occur.
4. Recognition of the first indications of power-off stalls.
5. Performance of power-off stalls in climbing flight (straight or turning)
6. Entry technique and minimum entry altitude.
7. Coordination of flight controls.
8. Recovery technique and minimum recovery altitude.

PRIVATE PTS
As Stated
COMMERCIAL PTS
As Stated

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