Technique - Power-on Stall

There's nothing to fear

The power-on stall is known by many names—departure or takeoff stall are two popular versions. But many students apply only one word to describe this necessary maneuver—scary. If you study the practical test standards for the power-on stall, you’ll find there’s nothing at all to be afraid of. The reason many students fear it is because the stall’s intent and many different methods of execution are misunderstood. Although we practice and are tested on power-on stalls as a way to minimize altitude loss in the event of an inadvertent stall after takeoff, the maneuver is really all about coordination. Keep the ball in the middle of the inclinometer and this will be the easiest maneuver you’ll ever do. But allow it to stray outside and the airplane will react in unwanted ways.

Stall to a spin

Many students don’t practice power-on stalls solo for fear of entering a spin. In training airplanes such as the Cessna 172, a true spin usually requires positive spin control inputs. That means you must apply full rudder at the stall and hold the yoke full back. Anything less and the airplane will simply nose down and start flying again. So although it is possible to enter a spin from a power-on stall, it is unlikely in most training airplanes so long as you don’t lock up on the controls and push full rudder. To avoid untentional spins, reduce power to idle, neutralize the rudder, and move elevator forward of neutral.

1. Begin the maneuver by turning to a heading with a suitable outside forward visual reference. Reduce power while maintaining altitude and stay in this condition until you reach rotation speed.

2. At rotation speed, increase power and simultaneously pull the nose back to the takeoff attitude. The PTS says power must be set to at least 65 percent, but full power is not required. Keeping power lower will induce a stall more quickly and at a lower attitude.

3. Increase backpressure slowly. Monitor the ball and react with rudder pressure to keep it centered. Do not use aileron for this.

4. A full stall will be apparent because the airplane will pitch down swiftly. The wing will be flying again very quickly, so be sure not to let the nose drop too much. In most training airplanes the wings will drop close to level if the ball is centered.

5. Add full power if not already there, keep the wings level with aileron, the ball centered with rudder, and the nose high enough to minimize altitude loss, but not so high that it induces a secondary stall.