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tings and bank angles. And during the stall recovery phase of the practice, remember to develop the habit of recovering from the stall directly into a maximum-performance climb. Making this habit a natural extension of the stall recovery process could be a lifesaver if a stall should occur close to terrain or obstacles, where an instant climb out of the stall would be critical. Recall that most inadvertent power-off stalls occur in the traffic pattern while turning from the base leg to final, usually while the pilot is distracted or task saturated. A pilot who has routinely practiced the various stall recoveries to include an immediate max-performance climb will be much more likely to make a safe, low-altitude stall recovery with a minimum of altitude loss. While practicing power-off stalls under various flap and landing-gear configurations, also vary the power settings from idle to around 50-percent power. You will be amazed at how much the power setting affects the stall characteristics, or the personality of the stall break. For example, while a stall with the power at idle might be relatively docile, stalling in the same configuration using slightly more power often produces a more sudden and pronounced stall break, with an accompanying tendency to roll. This rolling is caused when one wing stalls slightly before the other because of an uncoordinated rudder input at the moment of the stall (typically insufficient right rudder)— which is how a spin is born. This emphasizes how important it is to maintain proper rudder coordina-

tion during slow flight and stall practice. Although a partial-power stall may seem more challenging, risky, or even scary to practice, the primary reason for practicing this more advanced stall scenario is because airplanes are usually in precisely this configuration while on the base leg, turning final. The power is rarely at idle at this point in the approach, and stalls here prove to be, statistically, the most deadly. Therefore, being aware of and comfortable with your airplane’s idiosyncrasies in this configuration can literally prove to be the best insurance possible for avoiding the power-off or partial-power stall in the pattern. The next stall to review is the power-on stall. During checkrides, it is not uncommon to observe applicants performing this stall incorrectly, by aggressively increasing the pitch attitude to an unrealistically high climb/pitch attitude. Ironically, the sudden, steep, and rapid drop in pitch attitude that results from this improper technique only increases the fear many pilots have for these stalls, eliminating any possible motivation to practice them further. A more realistic power-on stall will occur when conditions demand a greater climb performance than the airplane is capable of producing, because of terrain or obstacles, high density altitude, high gross weight, engine problem, carburetor heat being left on, or other factors. So practice them realistically by first slowing to takeoff speed, before you increase power to a takeoff or climb setting as you raise the pitch attitude to just slightly higher than a normal climb attitude.

Now, maintaining this attitude as airspeed slowly decays, only raise the nose as necessary to permit a continued slow, steady reduction in airspeed—about one knot per second—until the stall occurs. This technique produces a stall attitude that is much more representative of a power-on stall that might occur after takeoff or during initial climb, eliminating the steep, whip-stall break more appropriate for airshow performances. Recover from power-on stalls by maintaining directional control using primarily rudder inputs, but also with coordinated aileron to return to a wingslevel attitude as the nose is lowered to accelerate. Remember: Higher power requires more right rudder. Do not lower the nose excessively to recover, but only as needed to get the wings flying again with a minimum loss of altitude before smoothly increasing pitch to climb at the best angle of climb speed (VX), or best rate of climb (VY) once all obstacles are cleared. Performed correctly, this stall scenario is more realistic, docile, and much less scary to practice. With the added sensitivity to the approaching stall gained from slow flight, regular stall practice, and your ability to anticipate the exact points at which stalls will occur, your fears will evaporate and your confidence for practicing stalls will soar.
Bob Schmelzer is a Chicago-area designated pilot examiner and a United Airlines Boeing 777 captain and line check airman. He has been an active flight instructor since 1972.

AT ANY ATTITUDE
It’s important to remember that stalls are not related to speed. They occur simply when the critical angle of attack is exceeded. Want proof? An airplane pointed straight down at the ground can be stalled quite easily by trying to pull out of the dive too quickly. Typical stall This is the stall we're all familiar with. Nose high, slow airspeed, obvious buffet. Atypical stall Aerobatic pilots know that stalls are easy pointed straight down—or at any attitude.

AUGUST 2011 FLIGHT TRAINING

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Flight Training - August 2011

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