Question about Power on Stall
05-02-2008 | 12:24 PM
#11
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From: ATP, CFI etc.
Real men only do 100% power-on stalls (kidding). If there is a strong or unpredictable gust factor the stall break is a bit more docile using less than full power. Otherwise it makes the exercise a more challenging since the break is more pronounced. The exercise is meant to stall awareness and coordination on recovery, so if someone is good at recovering they can use the extra challenge that goes with full power. At any rate a Cutlass doesn't have a very brisk stall break at any power setting.
Last edited by Cubdriver; 05-02-2008 at 12:36 PM.
05-02-2008 | 12:33 PM
#12
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I had this discussion with coworkers this week. I still do full power in the Seminole (counter-rotating props) but it can get a high nose attitude. Best technique I've seen is to always continue the pitch until you reach the stops or you stall, all while maintaining coordinated flight. Our Arrows and Diamond Stars come up quite a bit too, now that I think about it.
05-02-2008 | 12:36 PM
#13
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From: Waiting for class to start...
From teaching multi engine, we used climb power of 25/25 and never took the stall to the break. Again, this was only for commerical, from a private multi stand point, I am not sure what power would be appropriate. At 25/25 the nose is pretty well up there. I would not mind doing it at full power, but come on, what if one of those tiny piston engines gives at that pitch at a very low airspeed well below vmc? It is going to be a BAD day!
05-02-2008 | 03:22 PM
#14
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The commercial/private PTS says you can do it at 65% power or even less for high performance airplanes. Check out page 2-27 of the PTS. "Establishes the takeoff or departure configuration. Sets power to
no less than 65 percent available power." For private training it must be done to the full stall, commercial only needs first indication.
http://www.faa.gov/education_researc...S-8081-12B.pdf
no less than 65 percent available power." For private training it must be done to the full stall, commercial only needs first indication.
http://www.faa.gov/education_researc...S-8081-12B.pdf
05-02-2008 | 05:06 PM
#15
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From: My seat smells like cat pee
We did reduced power-on-stalls in the RG also. That airplane can get VERY nose high otherwise, and when it breaks it's like cracking a whip...the nose comes down fast and hard, and the tail surfaces make a loud banging noise. I'm not sure if it's bad for the airplane, but it is certainly disconcerting to the pilots.
Same thing in newer arrows.
05-03-2008 | 11:41 AM
#16
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From: JS32 FO
From teaching multi engine, we used climb power of 25/25 and never took the stall to the break. Again, this was only for commerical, from a private multi stand point, I am not sure what power would be appropriate. At 25/25 the nose is pretty well up there. I would not mind doing it at full power, but come on, what if one of those tiny piston engines gives at that pitch at a very low airspeed well below vmc? It is going to be a BAD day!
I never noticed this in the Arrow, although I teach my Commercial students to recover at the first indication of a stall, so we never get all the way in. Maybe that's why. I remember being a little nervous about the attitude with 200 hp as a student, but now it doesn't really bother me so long as the student doesn't stop pitching up. If you get real slow, the controls are just too sluggish to give you much controllability.
05-04-2008 | 02:25 PM
#18
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From: My seat smells like cat pee
I never noticed this in the Arrow, although I teach my Commercial students to recover at the first indication of a stall, so we never get all the way in. Maybe that's why. I remember being a little nervous about the attitude with 200 hp as a student, but now it doesn't really bother me so long as the student doesn't stop pitching up. If you get real slow, the controls are just too sluggish to give you much controllability.
05-05-2008 | 04:34 AM
#19
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From: CFI/CFII
The probable reason your instructor doesn't have you use full power is that it's not necessary. The stall will occur at 21" mp, the same way as it will at full power. The point is to have some amount of power in to differentiate the power on and power off configurations.
05-05-2008 | 06:28 AM
#20
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i have always been taught and i teach my students power on stalls in takeoff and climb configuration. Takeoff config with 25 degrees flaps and full power, you add power at short field takeoff roation speed trying to simulate over rotation on a short field takeoff. Climb config would be 0 degree flaps and 25 squared in the arrow, adding power at Vx to simulate an over rotation on climb out.
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