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power. 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
climb has commenced. This recovery process should
be completed with a minimum loss of altitude, appropriate
to the aircraft characteristics.
The airplane should be accelerated to VX (if simulated
obstacles are present) or VY during recovery and climb.
Considerable forward elevator/stabilator pressure will
be required after the stall recovery as the airplane accelerates
to VX or VY. Appropriate trim input should be
anticipated.
Power-off stalls may be performed with wings level, or
from shallow and medium banked turns. When recovering
from a stall performed from turning flight, the
angle of attack should be reduced prior to leveling the
wings. Flight control inputs should be coordinated.
It is usually not advisable to execute full stalls in
multiengine airplanes because of their relatively high
wing loading. Stall training should be limited to
approaches to stalls and when a stall condition occurs.
Recoveries should be initiated at the onset, or decay of
control effectiveness, or when the first physical
indication of the stall occurs.
POWER-ON STALLS
(TAKEOFF AND DEPARTURE)
Power-on stalls are practiced to simulate typical
takeoff scenarios. To initiate a power-on 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
stalls. In the absence of a recommended setting, use
approximately 65 percent of maximum available
power while placing the airplane in a pitch attitude that
will induce a stall. Other specified (reduced) power
settings may be used to simulate performance at higher
gross weights and density altitudes.
When the airplane reaches a stalled condition, the
recovery is made by simultaneously lowering the
angle of attack with coordinated use of the flight
controls and applying power as appropriate.
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 recovery should be completed with a
minimum loss of altitude, appropriate to aircraft characteristics.
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
VX if (simulated) obstructions are present, or VY. The
pilot should anticipate the need for nosedown trim as
the airplane accelerates to VX or VY after recovery.
Power-on stalls may be performed from straight flight
or from shallow and medium banked turns. When
recovering from a power-on stall performed from turning
flight, the angle of attack should be reduced prior
to leveling the wings, and the flight control inputs
should be coordinated.
SPIN AWARENESS
No multiengine airplane is approved for spins, and
their spin recovery characteristics are generally very
Ch 12.qxd 5/7/04 9:55 AM Page 12-26
12-27
poor. It is therefore necessary to practice spin avoidance
and maintain a high awareness of situations that
can result in an inadvertent spin.
In order to spin any airplane, it must first be stalled. At
the stall, a yawing moment must be introduced. In a
multiengine airplane, the yawing moment may be
generated by rudder input or asymmetrical thrust. It
follows, then, that spin awareness be at its greatest
during VMC demonstrations, stall practice, slow
flight, or any condition of high asymmetrical thrust,
particularly at low speed/high angle of attack. Singleengine
stalls are not part of any multiengine training
curriculum.
A situation that may inadvertently degrade into a spin
entry is a simulated engine failure introduced at an
inappropriately low speed. No engine failure should
ever be introduced below safe, intentional one-engineinoperative
speed (VSSE). If no VSSE is published, use
VYSE. The “necessity” of simulating engine failures
at low airspeeds is erroneous. Other than training
situations, the multiengine airplane is only operated
below VSSE for mere seconds just after lift-off or
during the last few dozen feet of altitude in preparation
　
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