content_image/536989.jpg
<img src='content_image/536989.jpg'>

the AOA until the stall warning is eliminated. The pilot then rolls the wings level with coordinated use of the rudder and smoothly applies power as required. The airplane should be accelerated to V$_{X}$ (if simulated obstacles are present) or V$_{Y }$ during recovery and climb. Considerable forward elevator/ stabilator pressure will be required after the stall recovery as the airplane accelerates to V$_{X}$ or V$_{Y}$. Appropriate trim input should be anticipated. The flap setting should be reduced from full to approach, or as recommended by the manufacturer. Then, with a positive rate of climb, the landing gear is selected up. The remaining flaps are then retracted as a positive rate-of-climb continues. 

## Power-On Approach to Stall (Takeoff and Departure) 

A power-on approach to stall is trained and checked to simulate problematic takeoff scenarios. A power-on approach to stall may be performed from straight-and-level flight or from shallow and medium banked turns (20 degrees of bank). To initiate a power-on approach to stall maneuver, the area surrounding the airplane should always be cleared to look for potential traffic. The airplane is slowed to the manufacturer’s recommended lift-off speed. The airplane should be configured in the takeoff configuration. Trim should be adjusted for this speed. Engine power is then increased to that recommended in the AFM/POH for the practice of power-on approach to stall. In the absence of a recommended setting, use approximately 65 percent of maximum available power. Begin a turn, if desired, while increasing AOA to induce a stall warning (e.g., aural alert, buffet, etc.). Other specified (reduced) power settings may be used to simulate performance at higher gross weights and density altitudes. 

When the airplane reaches the stall warning, the recovery is made first by reducing the AOA until the stall warning is eliminated. The pilot then rolls the wings level with coordinated use of the rudder and applying power as needed. However, if simulating limited power available for high gross weight and density altitude situations, the power during the recovery should be limited to that specified. The landing gear should 

be retracted when a positive rate of climb is attained, and flaps retracted, if flaps were set for takeoff. The target airspeed on recovery is V$_{X}$ if (simulated) obstructions are present, or V$_{Y}$. The pilot should anticipate the need for nose-down trim as the airplane accelerates to V$_{X}$ or V$_{Y}$ after recovery. 

## Full Stall 

It is not recommended that full stalls be practiced unless a qualified flight instructor is present. A power-off or power-on full stall should only be practiced in a structured lesson with clear learning objectives and cautions discussed. The goals of the training are (a) to provide the pilots the experience of the handling characteristics and dynamic cues (e.g., buffet, roll off) near and at full stall and (b) to reinforce the proper application of the stall recovery procedures. Given the associated risk of asymmetric thrust at high angles of attack and low rudder effectiveness due to low airspeeds, this reinforces the primary step of first lowering the AOA, which allows all control surfaces to become more effective and allows for roll to be better controlled. Thrust should only be used as needed in the recovery. 

## Accelerated Approach to Stall 

Accelerated approach to stall should be performed with a bank of approximately 45°, and in no case at a speed greater than the airplane manufacturer’s recommended airspeed or the specified design maneuvering speed (V$_{A}$). The entry altitude for this maneuver should be no lower than 5,000 feet AGL. 

The entry method for the maneuver is no different than for a single-engine airplane. Once at an appropriate speed, begin increasing the back pressure on the elevator while maintaining a coordinated 45° turn. A good speed reduction rate is approximately 3-5 knots per second. Once a stall warning occurs, recover promptly by reducing the AOA until the stall warning stops. Then roll the wings level with coordinated rudder and add power as necessary to return to the desired flightpath. 

