LANDING ATTITUDE STALL/RECOVERY
The landing attitude stall and recovery demonstrates the proper techniques to employ if airframe buffet
occurs while you are wings level in the landing configuration. Airframe prestall buffeting increases until the
stall, so it serves as your warning that a stall is about to occur. This stall could result if the rudder shaker is
inoperative or ignored.
Review the prestall and aerobatic checklist. Maintain on-speed AOA in the landing configuration with the
speed brakes extended. Maintain wings level, reduce the power to idle, and increase the nose attitude to
maintain altitude. As the aircraft decelerates, disregard the rudder shaker and the onset of buffet. Dont
trim as the aircraft decelerates.
At the first indication of stall, normally associated with wing drop-off but no later than 30 units,
simultaneously reduce nose attitude, advance the power to MRT, and retract the speed brakes. Maintain
24 units AOA which precludes reentering airframe buffeting while minimizing the loss of altitude. The
maneuver is complete when the aircraft has a positive rate of climb indicated on both the altimeter and the
APPROACH TURN STALL/RECOVERY
The approach turn stall and recovery demonstrates the proper techniques to employ if airframe buffet
occurs while you are in a turn during the landing approach.
Prior to the maneuver, review the prestall and aerobatic checklist, and the landing checklist. Decelerate to
and maintain on-speed AOA. To perform the maneuver, roll into a 25-degree AOB level turn, reduce the
power to idle, maintain altitude with the nose, and allow the aircraft to decelerate to stall. Recover at the
first indication of stall, normally associated with wing drop-off but no later than 30 units, by simultaneously
decreasing back stick pressure, rolling wings level, advancing the power to MRT, retracting the speed
brakes, and flying out of the buffet by readjusting the nose attitude to achieve 24 units AOA and to
minimize loss of altitude. The maneuver is complete when the aircraft is on-speed with wings level and
with a positive rate of climb indicated on both the altimeter (T-45A) or MFD altitude (T-45C) and the VSI.
The accelerated stall and recovery demonstrates the characteristics of and recovery techniques for a high-
speed stall. It illustrates that excessive AOA, regardless of the cause, will result in a stall; in this stall,
however, higher g forces cause the stall to occur at a higher airspeed.
Review the prestall and aerobatic checklist. Once established at 280 KIAS, set an rpm to maintain
airspeed. Roll into a 70- to 80-degree AOB turn and apply back stick pressure through the onset of buffet
and into a stall. Because the stall buffet is very clear, it provides good warning of the stall. Stall
characteristics may include a wing drop, pitch oscillations, or the control sticks reaching the full aft
NOTE: The aircraft should stall within the first 90 degrees of the turn.
To recover, simultaneously release back stick pressure, advance the power to MRT, and roll wings level.
The maneuver is complete when the wings are level and the aircraft is in a level flight attitude. Recovery is
immediate when back stick pressure is relaxed.