Slow Flight, Stalls, and Spins

Question 1

What is a power-on stall?

Answer 1

Full power is being generated at the time of stall

Simulates characteristics of an airplane which has stalled in takeoff or departure configuration

Question 2

What are the steps for performing a power-on stall?

Answer 2

Establish heading and altitude to permit recovery above 1500’ AGL
Perform clearing turns
Configure airplane for takeoff/departure
Slow airplane to normal liftoff speed
Apply power (full for takeoff stall, as necessary for departure stall)
Establish a climb attitude
Slowly raise nose and hold until full stall occurs

Question 3

What is the procedure for recovery from a power-on stall?

Answer 3

Immediately reduce pitch attitude/angle of attack
Apply full power
Counteract yaw with rudder
Use aileron to level wings as soon as possible
Retract flaps/gear after positive rate of climb
Accelerate to Vx or Vy before final flap retraction
Return to initial heading, altitude, and airspeed

Question 4

What standards are expected of a student performing power-on stalls?

Answer 4

Selects appropriate entry altitude (allows recovery above 1500’ AGL)
Establishes takeoff/departure configuration (no less than 65% power)
Maintains heading within +/-10*
Maintains angle of bank within +/-10* (not to exceed 20*)
Recognizes onset and recovers promptly
Retracts flaps/gear appropriately

Question 5

What are some common errors in performing power-on stalls?

Answer 5

Failure to configure flaps/gear appropriately
Improper pitch/bank control (not slowing airplane/pitch attitude too high)
Rough/uncoordinated use of controls (too little rudder)
Failure to recognize indications of a stall
Failure to achieve a full stall (recovering too early)
Improper torque correction (too much/too little rudder)
Poor stall recognition/delayed recovery
Excessive altitude loss/airspeed gain during recovery
Secondary stall during recovery

Question 6

What is a power-off stall?

Answer 6

Designed to simulate stall during landing approach

Performed straight ahead and turning (to simulate base to final turn)

Question 7

What are the steps for performing a power-off stall?

Answer 7

Establish heading and altitude to permit recovery above 1500’ AGL
Perform clearing turns
Extend landing gear (if applicable)
Turn on carburetor heat
Reduce power and maintain pitch to slow airplane to flap range
Extend approach flaps
Reduce power to idle and establish approach airspeed
Smoothly raise nose until stall occurs

Question 8

What is the procedure for recovery from a power-off stall?

Answer 8

Immediately reduce angle of attack to regain flying speed
Simultaneously apply full power and turn off carburetor heat
Retract flaps incrementally
Level wings with aileron as soon as possible/control yaw with rudder
Establish positive climb at Vx or Vy
Retract final flaps
Return to cruise flight

Question 9

What standards are expected of students in performing power-off stalls?

Answer 9

Selects appropriate entry altitude (allows recovery above 1500’ AGL)
Establishes stabilized descent (3 degree approach path)
Transitions smoothly to pitch attitude that will induce a stall
Maintains heading within +/-10*
Maintains angle of bank within +/-10* (student), +/-5* (commercial)
Bank angle not to exceed 20*
Recognizes onset and recovers promptly
Retracts flaps/gear appropriately

Question 10

What are some common student errors in performing power-off stalls?

Answer 10

Failure to configure flaps/gear appropriately
Improper pitch/bank control (not slowing airplane/pitch attitude too high)
Rough/uncoordinated use of controls (too little rudder)
Failure to recognize indications of a stall
Failure to achieve a full stall (recovering too early)
Improper torque correction (too much/too little rudder)
Poor stall recognition/delayed recovery
Excessive altitude loss/airspeed gain during recovery
Secondary stall during recovery

Question 11

Describe a crossed-control stall.

Answer 11

Airplane is flown in uncoordinated flight (aileron one direction, opposite rudder) and excessive back pressure is applied
Often occurs on base to final turn, result of overshooting the runway centerline

Question 12

How is the crossed-control stall demonstrated?

Answer 12

Establish heading and altitude to permit recovery above 1500’ AGL
Perform clearing turns
Extend landing gear (if applicable)
Reduce power, maintain pitch to slow to normal glide speed, and retrim
Roll into medium banked turn
Apply excessive rudder in direction of turn, and maintain bank angle with opposite aileron
Increase back elevator pressure to keep the nose from lowering
Continue increasing control pressures until stall occurs

Question 13

What is the procedure for recovery from a crossed-control stall?

Answer 13

Release control pressures and increase power as necessary
Control yawing tendency with rudder
Use ailerons to level wings as soon as possible
As airspeed approaches Vx, establish Vx climb
Return to cruise flight

Question 14

What are some common errors related to the demonstration of crossed-control stalls?

Answer 14

Failure to correctly configure aircraft
Not reducing power to typical approach speed
Not increasing crossed-control pressures enough to induce a stall
Not increasing back pressure enough to induce a stall
Improper/inadequate demonstration of recognition and/or recovery
Failure to adequately present hazards of cross-controlled stalls

Question 15

What elements of crossed-control stalls should CFIs have instructional knowledge of?

Answer 15

Aerodynamics of crossed-control stalls
Effects of crossed controls in gliding, or reduced airspeed turns
Flight situations where crossed-control stalls may occur
Entry procedure and minimum entry altitude
Recognition of crossed-control stalls
Recovery procedure

Question 16

Describe an elevator trim stall.

Answer 16

Full power applied when airplane configured with excessive nose-up trim
Occur during go-around, simulated forced landing, immediately after takeoff

Question 17

How is an elevator trim stall demonstrated?

Answer 17

Establish heading and altitude to permit recovery above 1500’ AGL
Perform clearing turns
Slowly retard throttle and extend landing gear (if applicable)
Extend half to full flaps
Reduce power to idle and maintain pitch to slow to normal glide speed
At normal glide speed, retrim airplane
Advance full throttle
Do not immediately attempt to counteract torque, thrust, or back elevator trim until stall is imminent

Question 18

What are the recovery procedures for an elevator trim stall?

Answer 18

When stall is imminent, apply forward elevator pressure to return to normal climbing attitude
Adjust trim to relieve control pressures
Execute normal go-around and level-off procedures

Question 19

What are some common errors in the demonstration of elevator trim stalls?

Answer 19

Failure to adequately present the hazards of poor elevator/rudder control
Not configuring airplane correctly
Not allowing pitch attitude to increase above normal climb
Reducing power during recover
Not maintaining control of aircraft while retrimming/retracting flaps

Question 20

What elements of elevator trim stalls should CFIs have instructional knowledge of?

Answer 20

Aerodynamics of elevator trim stalls
Hazards of inadequate control pressures to compensate for thrust, torque, and elevator trim
Entry procedure and minimum entry altitude
Recognition of elevator trim stalls
Recovery procedure

Question 21

What is a secondary stall?

Answer 21

Occurs after recovery from a primary stall

Caused by attempt to hasten completion of stall recovery before airplane has regained sufficient speed

Question 22

How should a CFI demonstrate a secondary stall?

Answer 22

Demonstrate on recovery of any of the basic stalls

Pull nose up more rapidly than is necessary for recovery

Question 23

What are some common errors in demonstrating secondary stalls?

Answer 23

Failure to correctly configure airplane
Improper/inadequate demonstration of recognition and/or recovery
Failure to adequately emphasize hazards of poor recovery from primary stall

Question 24

What elements of secondary stalls should CFIs have instructional knowledge of?

Answer 24

Aerodynamics of secondary stalls
Flight situations where secondary stalls might occur
Hazards of secondary stalls during normal stall or spin recovery
Entry procedure and minimum entry altitude
Recognition of elevator trim stalls
Recovery procedure

Question 25

Describe a spin.

Answer 25

Aggravated stall that results in autorotation

Rising wing is less stalled than descending win, causing rolling, yawing, and pitching motion

Question 26

How should spins be demonstrated?

Answer 26

Establish appropriate altitude allowing recovery above 3500’ AGL
Perform clearing turns
Apply carburetor heat and reduce throttle to idle
Configure for power-off stall (no flaps)
As airplane approaches a stall, apply full rudder in direction of desired spin rotation
Maintain full rudder deflection and back elevator pressure throughout spin
Allow spin to develop (2-3 rotations)

Question 27

How should spin recovery be demonstrated?

Answer 27

Close the throttle
Neutralize the ailerons
Apply full opposite rudder
Briskly move elevator forward to approximately neutral position
Once spinning stops, neutralize rudder
Gradually apply back elevator pressure to return to level flight

Question 28

What are some common errors related to spin demonstration?

Answer 28

Not configuring airplane correctly
Failure to achieve/maintain full stall during spin entry
Not closing throttle when spin is achieved
Not recognizing indications of imminent, unintentional spin
Improper use of flight controls
Disorientation during spin (direction/number of rotations)
Failure to distinguish between spiral (high airspeed) and spin (high descent rate)
Excessive speed/secondary stall during recovery
Loss of too much altitude/delayed recovery
Failure to recognize hazards of spins in unapproved aircraft

Question 29

What elements related to spins should a CFI have instructional knowledge of?

Answer 29

Anxiety factors associated with spin instruction
Aerodynamics of spins
Approval for spins based on airworthiness certificate/type
Effects of configuration, weight, CG, and control coordination on spins
Flight situations where unintentional spins might occur
Recognition of and recovery from unintentional spins
Entry procedure/altitude for intentional spins
Control procedure to maintain a stabilized spin
Orientation during a spin
Recovery procedures

Question 30

What are the 2 different types of slow flight instruction?

Answer 30

Maneuvering at airspeeds/configurations for takeoffs, climbs, approaches, and descents
Maneuvering at minimum controllable airspeed (3-5kts above stall)

Question 31

What are the procedures for maneuvering during slow flight?

Answer 31

Establish heading and altitude to permit recovery above 1500’ AGL
Perform clearing turns
Perform pre-maneuver checklist (GUMPS)
Reduce power and maintain pitch to slow airplane to flap range
Extend approach flaps/gear, and retrim
As airspeed approaches Vso, use power to control altitude and pitch to control airspeed
Crosscheck instruments and outside references
Use right rudder to counteract left turning tendencies
Execute left and right turns (15*), climbs, and descents

Question 32

What are the procedures for recovery from slow flight?

Answer 32

Apply full power
Reduce flaps incrementally
Maintain heading and altitude
As airspeed increases, retract gear and final flaps
Retrim for cruise

Question 33

What standards are expected of students in performing slow flight?

Answer 33

Selects entry altitude that allows recovery above 1500' AGL
Maintains airspeed at which any further load factor, increase in angle of attack, or reduction of power, would cause an immediate stall
Performs coordinated straight and level flight, turns, climbs and descents
Divides attention between airplane control and orientation
Maintains altitude (+/-100' student, +/-50' commercial)
Maintains heading +/-10*
Maintains airspeed (+10/0kts student, +5/0kts commercial)
Maintains angle of bank (+/-10* student, +/-5* commercial)

Question 34

What are some common student errors in slow flight?

Answer 34

Failure to configure the aircraft correctly
Not increasing back pressure/increasing too quickly as power is reduced
Failure to establish/maintain specified airspeed
Excessive variations of altitude
Uncoordinated use of flight controls
Not recognizing/compensating for torque effect
Improper trim technique
Unintentional stalls
Removing hand from throttle

Question 35

What is an accelerated maneuver stall?

Answer 35

Stall at higher speed due to excessive maneuvering loads imposed by steep turns/abrupt pull-ups

Question 36

What are the steps for demonstrating an accelerated maneuvering stall?

Answer 36

Establish heading and altitude to permit recovery above 1500’ AGL
Perform clearing turns
From straight and level flight at maneuvering speed or less, roll into a steep turn and apply back elevator pressure
At design maneuvering speed, or 20kts above clean stall speed, firmly increase back pressure until airplane stalls

Question 37

What is the procedure for recovery from an accelerated maneuver stall?

Answer 37

Promptly release sufficient back pressure, and increase power, to reduce angle of attack
If turn is uncoordinated, a wing may drop suddenly, causing roll in that direction-if so, release back pressure, add power, and return to straight and level

Question 38

What elements related to accelerated maneuver stalls should a CFI have instructional knowledge of?

Answer 38

Aerodynamics of accelerated maneuver stalls
Flight situations where accelerated maneuver stalls may occur
Hazards of accelerated stalls during stall or spin recovery
Entry procedure and minimum entry altitude
Recovery procedure and minimum recovery altitude

Question 39

What are some common errors related to the demonstration of accelerated maneuver stalls?

Answer 39

Failure to establish proper configuration prior to entry
Improper/inadequate demonstration of recognition/recovery
Failure to adequately emphasize the hazards of poor recovery procedures

Question 40

How does an aft CG affect an airplane’s spin recovery?

Answer 40

CG too far aft might force the tail outward from the line of rotation, forming a flat spin
This could make it impossible to force the nose down enough to recover