In particular, the student should identify the attitude, speed and recovery references. As the nose will want to yaw and pitch down, keep straight with rudder and hold the altitude with increasing backpressure.
The first symptom is decreasing airspeed. The rate at which the airspeed decreases will be affected by the amount of power and flap being used, probably faster in this case with full flap.
Low airspeed and a high nose attitude are not always present in the approach to the stall as was demonstrated in the no power, full flap, case. However, for most phases of flight, low airspeed and high nose attitude are valid indicators; so too is quietness.
The next symptom is less effective control as a result of the lowering airspeed. However, the effectiveness of the rudder and elevator will be determined by the amount of power being used. In this case, the elevator will generally retain sufficient effectiveness to bring the aeroplane to the critical angle without a sink developing.
Control pressure in pitch will be heavier. The stall warning device which is not a true symptom follows this. The last symptom is the buffet. The amount of buffet detected depends on the mainplane and tailplane configuration, as discussed in basic stalling.
This will depend on the power setting used, as the slipstream may mask any increased effect. Remind the student to observe the attitude and when the aeroplane stalls note sink and the nose pitching down. Decrease the backpressure, or check forward, with ailerons neutral and remaining straight on the reference point with rudder. The student should be reminded that check forward with the elevator is a smooth but positive control movement but not a push.
Full power is smoothly but positively applied — use rudder to keep straight — and the nose is smoothly raised to the horizon. There is no need to hold the nose down as excessive altitude will be lost, while increasing backpressure too rapidly, or jerking, may cause a secondary stall. Hold the aeroplane in the nose-on-the-horizon attitude and reduce the flap setting as appropriate to aeroplane type immediately.
Do not raise all the flap at this stage, for example in a PA reduce to one notch of flap, or in a C reduce the setting by at least 10 degrees. Any benefit of attitude plus power will be reduced the longer the aeroplane is held in the nose-on-the-horizon attitude with full flap extended.
A pitch change will occur as flap is raised if uncorrected, therefore, the nose attitude must be held constant. In addition, flap should not be raised with the nose below the horizon, as this will result in considerable altitude loss. When these conditions have been met, raise the remaining flap and counter the pitch change. The aeroplane will continue to accelerate, and at the nominated climb speed, select the climb attitude.
Straight and level flight should be regained at the starting altitude, and the reference point or heading regained if necessary. Recovery from the stall is paramount. Minimising height loss is only critical if close to the ground, and in that case, a maximum of feet for standard recovery, or 50 feet for onset recovery, is appropriate.
The student should now be able to take you to the training area and position the aeroplane within the training area at a suitable altitude, completing the necessary checks, and carrying out the basic stall and recovery. Your assistance is given only as required. To refamiliarise the student with the stall nose attitude or airspeed, the student should start by carrying out at least two basic stalls, with recovery at stall and then at onset with minimum height loss. This exercise is leading the student to the realisation that in the approach configuration, the attitude at the stall is noticeably lower than might be expected, and that throughout a normal approach, the aeroplane's nose is well below the horizon.
The emphasis is on the observed attitude at the stall more than the indicated airspeed although the lower airspeed should be noted. Demonstrate a stall with some power and no flap, and recover. Point out the nose-high attitude and lower airspeed. The more power used, the more noticeable the increased nose-high attitude and the lower the stall speed. At high power settings with no flap, the entry can be considerably prolonged unless altitude is gained.
Then demonstrate a stall with no power and full flap, and recover. Sitemap Site Statistics Legal Privacy. The best explanations in the business. Pass Your Checkride With Confidence! FAA Practical Test prep that reflects actual checkrides. Any checkride: Airplane, Helicopter, Glider, etc.
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