Stalls
Familiarization
STALLS AND RECOVERIES
BREAK TURN STALL/RECOVERY
The break turn stall and recovery demonstrates stall characteristics and the proper recovery techniques to
employ in the event that you pull too hard and stall during the break. In the break turn stall, the stall speed
increases dramatically because of the increase in the load factor imposed by the high-g break turn.
Complete the prestall and aerobatic checklist. At 300 KIAS, roll into a 70- to 80-degree AOB level turn,
reduce the power to idle, and extend the speed brakes. Maintain altitude and continue to apply back stick
pressure. At approximately 220 KIAS, smoothly increase backstick pressure until a stall occurs. Don’t
trim into the stall. The stall should occur within 180 degrees of turn. In addition to the rudder shaker, stall
characteristics may include a wing drop, pitching oscillation, and some yaw with buffeting at full back stick.
To recover from the stall, simultaneously decrease back stick pressure, advance the power to MRT, retract
the speed brakes, and roll wings level. The maneuver is complete when the wings are level and the
aircraft is in a level flight attitude at 150 KIAS.
POWER OFF STALL/RECOVERY
The power off stall and recovery demonstrates stall characteristics and proper recovery techniques to
employ when the aircraft stalls in the clean configuration at low thrust. This stall could occur as you
attempt to stretch a glide.
Review the prestall and aerobatic checklist. Reduce power to IDLE, slowing the aircraft to 180 KIAS.
Speed brakes may be used, but retract them once established at 180 KIAS. Maintain 180 KIAS wings
level in a descent. Trim the aircraft for hands-off flight in a 180-KIAS descent, note the rate of descent,
and then stop trimming.
Without adding power, slowly increase back stick to level off, as though you are attempting to stretch the
glide. Allow the aircraft to decelerate while increasing back stick to maintain altitude. Continue slowing
down through rudder shaker. As you approach the stall, buffeting increases and some yaw may develop.
At the stall, buffeting is pronounced and you will get a wing drop-off.
To recover, expeditiously lower the nose to slightly below the 180 KIAS descent attitude and allow the
airspeed to increase. As you approach 180 KIAS, note the rate of descent, and then adjust the nose
attitude to maintain a 180 KIAS descent without reentering the rudder shaker. The maneuver is completed
when the aircraft is wings level in a 180 KIAS idle descent.
LANDING ATTITUDE MANEUVER
The landing attitude maneuver demonstrates the recovery techniques to employ in the event of an inad-
vertent entry into rudder shaker in the landing configuration—most likely to occur after you dirty up for a
landing but fail to add enough power to maintain optimum AOA. Flying the aircraft out of rudder shaker
while maintaining attitude is the goal of the following recovery procedures.
Review the prestall and aerobatic checklist. Dirty up, slow to on-speed, and complete the landing check-
list, cross-checking AOA with computed “on-speed” condition for aircraft gross weight.
To perform the landing attitude maneuver, maintain wings level, reduce the power to idle, maintain altitude,
and allow the aircraft to decelerate until activation of the rudder shaker. Don’t trim into the stall.
To recover, advance the power to MRT, retract the speed brakes, and maintain the nose attitude. Fly out
of the rudder shaker condition. When the rudder shaker stops, adjust the nose attitude to establish a
climb without reentering the rudder shaker. The maneuver is complete when the aircraft has a positive
rate of climb indicated on both the altimeter (T-45A) or MFD altitude (T-45C) and the VSI.
(1-00) Original
Page 23
Previous Page
