Every year, AOPA holds the Flight Training Experience Awards to recognize CFIs and flight schools who have gone above and beyond in providing student pilots with exceptional learning experiences. Instructors and schools were invited to apply and to request reviews from their clients to support their nomination. Applications were then evaluated by a panel of industry experts. One CFI and one flight school among the six regional winners announced in January were chosen as national winners. The awards were announced on March 5 at the annual Redbird Migration in Denver.
Flight instructor regional honors went to Peg Ballou (Bucyrus, Ohio), Tiziano Bernard (Pooler, Georgia), Madison Nugent (Vienna, Virginia), Jacob Peery (Gilbert, Arizona), John Schaeffer (Willis, Texas) and Mike Smith (Napa, California). Tiziano Bernard was recognized as the Nation’s Best CFI.
https://media.flighttrainingcentral.com/wp-content/uploads/2025/03/10130848/flight-training-experience-awards.png10001250Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2025-03-14 08:55:252025-03-10 13:09:20AOPA Names Nation’s Best Flight Schools and Instructors
Many high-performance airplanes take advantage of turbocharged engines, allowing cruise operations at higher altitudes into the flight levels. This video shows how these systems work, including the compressor and turbine components, intercooler, wastegate, and engine flight instruments.
You’ll likely pass through several classes of airspace on every flight, whether it’s your first solo or a cross-country flight to the beach. Each class of airspace is depicted with unique markings on the sectional chart and different VFR weather minimums and equipment requirements. Take our latest quiz and test your knowledge of the U.S. airspace system.
1. What are the four types of airspace used in the United States?
Correct!Wrong!
2. What is the purpose of an Alert Area?
Correct!Wrong!
3. What is the minimum ceiling and visibility for takeoff, landing, or entering the traffic pattern of an airport in Class E airspace under visual flight rules?
Correct!Wrong!
4. To operate in Class D airspace, you must:
Correct!Wrong!
5. A temporary flight restriction (TFR) may be issued for:
Correct!Wrong!
6. Pilots flying within __ NM of the Washington D.C. VOR/DME must complete an online course covering flight operations in the D.C. Special Flight Rules Area (SFRA).
Correct!Wrong!
7. When are you required to have an ADS-B out transponder when flying near Class B airspace?:
Correct!Wrong!
8. To fly in Class A airspace you must have:
Correct!Wrong!
9. To fly through a Class B VFR Corridor, you must first
The Regional Airline Association (RAA) is now accepting applications for its 2025 scholarship program.
The Regional Airline Association (RAA) is now accepting applications for its 2025 scholarship program, which offers financial support to students pursuing careers in aviation. The RAA Scholarship aims to help the next generation of aviation professionals achieve their educational and career goals while strengthening, expanding, and diversifying the aviation industry’s future workforce.
Each year, RAA awards scholarships to outstanding students enrolled in accredited aviation programs at colleges and universities across the United States to offset the financial burden of education costs. The scholarship is open to individuals pursuing careers as pilots, aircraft maintenance technicians, and other aviation-related professions vital to the regional airline industry.
Eligibility Requirements:
Must be a U.S. citizen or permanent resident
Enrolled in an accredited aviation program at a college or university
Demonstrated academic excellence and a strong interest in pursuing a career in regional aviation
How to Apply:
Students can submit their applications online by April 30, 2025. The application includes a personal statement, resume, academic transcripts, and a letter of recommendation.
Recipients will be announced later in the year and will be recognized at the 2025 RAA Leaders Conference, where they can connect with industry leaders and professionals.
https://media.flighttrainingcentral.com/wp-content/uploads/2025/02/28135030/raa-scholarship.png10001250Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2025-03-07 08:55:152025-02-28 13:53:13Regional Airline Association Opens Application Window for 2025 Scholarship Program
The rugged design of a tailwheel airplane and its extra prop clearance opens up the opportunity to land at a wide variety of off-airport locations with soft surfaces, like sand, gravel bars, grass and even mud. A modified soft-field approach and landing technique should be used when operating from these conditions, which allows the wheels to touchdown at the slowest possible airspeed with the wings supporting the weight of the airplane as long as possible.
This week’s tip explains how to land a tailwheel airplane on non-pavement surfaces using the soft field method. To learn more about how to fly tailwheel airplanes, check out Sporty’s Tailwheel Checkout Course with Patty Wagstaff.
Aerodynamic stalls are caused by an excessive angle of attack. And while technically they can occur at any attitude, power setting, or airspeed, as a practical matter, they are likely to occur when operating at the edges of the normal operating envelope and/or while making abrupt control inputs. While it’s extremely important to understand what conditions can lead to a stall, how to recognize an impending stall, and correct recovery techniques, it’s not something to fear during your everyday flying.
Depending on design, airfoils used in general aviation, stall at angles of attack between 16 to 18 degrees. A wing will always stall at the same angle of attack; however, weight, and bank angle, power setting and load factor may change the speed or the pitch attitude at which the airplane stalls.
Stalls are not taught to make you proficient in performing stalls but are done to make you aware of and avoid an impending stall, or, properly recover in case you inadvertently stall the airplane. Practicing stalls will also help you learn the low airspeed flight characteristics of the airplane, and how to control the airplane at low airspeeds which is what you will encounter while maneuvering in the traffic pattern and approaching to land.
The test standards divide stalls into power off and power on. The power on stall simulates the takeoff and departure situations, and the power off stalls the approach and landing conditions. Whenever you perform any stall, the airplane must be at an altitude which allows the stall and recovery to be made without descending below 1,500 feet above the surface. This is an absolute minimum and stalls should be practiced higher, if at all possible. Also, the weight in the airplane must be properly distributed and balanced. This is always true, but it is especially important when practicing stalls. If weight is loaded too far forward, the airplane will stall at a higher airspeed; and if loaded too far aft, stall recovery may be difficult.
Power Off Stalls
The imminent stall recovery is made when the airplane is on the verge of, but not completely, stalled.
To begin, reduce power to idle and maintain altitude in level flight to slow the airplane to normal approach speed. As the airspeed slows into the white arc, extend the wing flaps. At the normal approach speed, lower the nose to the approach pitch attitude.
When the airplane is stabilized in the approach attitude and speed, begin to smoothly and slowly bring the nose up to an attitude which will cause a stall. This attitude should not be more than the normal climb attitude. The idea is to reach the imminent stall without having the airplane in an abnormally high pitch attitude.
The imminent stall recovery is made when the airplane is on the verge of, but not completely, stalled. This is when the first decay of control effectiveness or buffeting occurs because of the disruption of normal air flow over the flight control surfaces.
Recovery is made by lowering the nose, simultaneously applying full power while maintaining directional control with coordinated use of aileron and rudder. Because the airplane is not fully stalled, the pitch attitude only needs to be lowered to the point where minimum controllable airspeed, and thus control effectiveness, is regained. A pitch attitude slightly below level flight is usually sufficient to recover from an imminent stall.
As speed increases, slowly retract the flaps and establish a normal climb to the altitude specified by the examiner or instructor.
Imminent power-off stalls during turns should be made at 20 degrees of bank, simulating the turn from base to final. The imminent stall should be accomplished in approximately 90 degrees of turn. After establishing approach speed and flap configuration, start a 20-degree bank turn. Then, slowly and smoothly bring the nose up to the attitude which will stall the airplane.
During all turning stalls there is a tendency for the bank to increase. If the bank increases, the loss of vertical lift component tends to lower the nose. During the stall entry, use control pressures as necessary to prevent the bank angle from changing, keep the ball in the center, and keep the nose from dropping. Then, at the first sign of a stall, lower the nose, apply power, and level the wings. Right rudder pressure will be needed to offset the effect of the increase in power.
As speed increases, slowly retract the flaps and establish a normal climb to the altitude specified by the examiner or instructor.
The entry procedure for doing full stalls straight ahead with power off is the same as for the imminent stalls. For turning full stalls power off, the bank should be 20 degrees.
Full stalls require that the airplane be forced deeper into the stall, but recovery should be prompt when any of the signs of a full stall is experienced. Compared to the power on full stall, the power off full stall will provide fewer cues in that the airplane will not shake and buffet as much as in the power on stalls. Usually, the best clue is when the elevator control is full back and the nose pitches down.
The recovery procedure is the same as for all stalls. Reduce the angle of attack, add full power, and maintain directional control using coordinated rudder and aileron pressures. As you might expect, recovery from the full stall will require a lower pitch attitude to avoid the secondary stall and the altitude loss will be greater. As speed increases, retract the flaps- be sure that you have reached the best rate of climb speed before the final flap retraction.
Power On Stalls
The power on stalls duplicate, at a safe altitude, the accidental stalls that can be encountered during takeoff and climb out.
The power on stalls duplicate, at a safe altitude, the accidental stalls that can be encountered during takeoff and climb out. The stalls that simulate takeoff are entered in takeoff configuration at takeoff speed and power. Those that simulate the climb out are entered in climb configuration at climb airspeed and power. They are done straight ahead and in turns up to a maximum bank angle of 20 degrees. The pitch attitude for power on stalls has to be somewhat higher than for the power off stalls.
Also, the power on stalling speed will be slightly lower than the power off stalling speed. This is because the vertical component of thrust reduces the wing loading, and the propeller slipstream tends to maintain airflow over the center sections of the wings. To enter the power on stall, reduce power while maintaining altitude during the clearing turns. If simulating a maximum performance takeoff, the flaps should be extended if called for in the pilot’s operating handbook.
The airplane must be at the correct speed in the beginning in order to avoid an excessively high pitch attitude before the airplane stalls.
In the imminent takeoff stall, the speed is reduced to liftoff speed, and takeoff power is applied as the pitch attitude is raised to the normal climb attitude. The high power, low airspeed combination requires an increasing amount of right rudder pressure to keep the airplane in straight flight. Once the climb attitude is established, the nose is raised well above the climb attitude and held in that position until the first buffet or control effectiveness decay is felt.
At the first sign of a stall, recover by lowering the pitch attitude to slightly below level flight. Power is already at a maximum so the only available way to reduce angle of attack is with a reduction in pitch attitude. If flaps are extended, it will take a noticeably lower pitch attitude to recover from the stall. Retract the flaps if they are extended after reaching the best rate of climb speed and climb to the altitude specified by the examiner or instructor.
The full takeoff stall is identical to the imminent stall with the exception that the recovery is delayed until the airplane is fully stalled. The same entry procedure is used for the departure stalls with the exception that the airplane is in the climb configuration, at climb airspeed, and with climb power setting. As always when using a high-power setting at low airspeed, right rudder pressure is needed to keep the airplane straight.
The imminent stall recovery is made at the first sign of an impending stall, and the full stall recovery is started after the nose drops while holding full back elevator pressure, or an excessive sink rate or sudden loss of control effectiveness occurs.
Takeoff and departure stalls are also done in turns. After establishing the appropriate speed and configuration straight ahead, a shallow bank turn is started. The bank should not exceed 20 degrees and should remain constant as speed is reduced. Because of engine torque and “P” factor, turns to the left will tend to steepen, and banks to the right tend to decrease. However, during power on turning stalls to the right, you may find it necessary to use right rudder to overcome torque and “P” factor, and left aileron to prevent the bank from increasing.
The tendency in most airplanes is for the high wing to stall first, resulting in the airplane rolling toward the high wing. This is because, as the stall approaches, the airplane begins to mush and slip toward the low wing. This has the effect of blanking out the airflow over the raised wing, causing it to stall first, and the airplane will roll in that direction. If the turn is perfectly coordinated at the stall, the airplane should not experience any rolling moment, with the nose simply pitching away from the pilot.
Because of the loss of rudder effectiveness at low airspeed, it may not be possible to keep the ball centered in power-on stalls. If the ball is not centered, the airplane will roll away from the ball. If the ball is to the right, the airplane will roll to the left.
During the recovery, you should be prepared to use coordinated rudder and aileron pressure to stop the roll and level the wings. Remember, an airplane will always stall at the same angle of attack. The main factors which determine the angle of attack of a wing are, airspeed, weight, and load factor.
The indicated airspeed at which the airplane stalled is fairly consistent. The stalling speed in the turning stalls was slightly higher but the increase is so small that it is not readily noticeable. An increase in weight or an increase in load factor will cause the airplane to stall at a higher speed. Load factor is increased by steep turns, pull-ups, or any abrupt changes in the airplane’s attitude.
Accelerated Stalls
Stalls caused by an increased load factor are called accelerated maneuver stalls. As it’s used, the word accelerated does not mean speeded up, but that the stall has been caused by an increased load factor during a steep turn or an abrupt pitch change. Accelerated stalls should not be done with the flaps extended because of the risk of exceeding the maximum flaps extended speed in the stall recovery. Also, some airplanes have lower structural load limits with the flaps extended. To stay safely within the structural load limitations, they should be done at airspeeds at or below maneuvering speed and in most cases not more than 20 percent above the normal stall speed.
With power reduced, the airplane should be slowed to a speed one- and one-half times the normal stall speed in straight flight. When the proper airspeed is reached, a 45-degree banked turn is started with back elevator pressure used to maintain altitude. When the bank is established and the airspeed is 20 percent above the normal stall speed, back elevator pressure is briskly increased to bring about the stall.
At the stall, the rolling and pitching action is usually more sudden than you encounter in an unaccelerated stall. If the airplane starts to roll, power must be added and the back pressure released in order to recover before the wings can be leveled with coordinated aileron and rudder.
Practicing Stalls
Remember, stalls are practiced so that you can learn to recognize the approach of a stall and how to apply the correct actions to keep the stall from happening. Practicing flight at critically slow airspeeds, including stalls and slow flight, shouldn’t stop when you get your pilot certificate. Take a few minutes occasionally, to reacquaint yourself with the handling characteristics of the airplane at slow speeds. Experience the sight and sound cues of an impending stall, and how to prevent or recover from the stall. It’s a very small premium to pay for insurance you may never have to use.
https://media.flighttrainingcentral.com/wp-content/uploads/2025/02/23201456/mastering-stalls.png10001250Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2025-03-03 08:55:072025-02-23 20:16:00Mastering Stalls: How to Recognize, Prevent, and Recover Safely
AOPA Names Nation’s Best Flight Schools and Instructors
/in News/by Flight Training Central StaffFlight instructor regional honors went to Peg Ballou (Bucyrus, Ohio), Tiziano Bernard (Pooler, Georgia), Madison Nugent (Vienna, Virginia), Jacob Peery (Gilbert, Arizona), John Schaeffer (Willis, Texas) and Mike Smith (Napa, California). Tiziano Bernard was recognized as the Nation’s Best CFI.
Flight schools recognized as top in their region were Air Ventures Flying School (Smithfield, Rhode Island), Ballou Skies Aviation (Bucyrus, Ohio), Chennault Flying Service, Las Vegas, Nevada), Flex Air (San Diego, California), In the Pattern (Denton, Texas) and Sun City Aviation Academy (Pembroke Pines, Florida). In the Pattern was recognized as the Nation’s Top Flight School.
Additionally, dozens of CFIs and flight schools were recognized for distinguished performance. The full recipient list can be found here.
Airplane turbochargers explained for pilots (video lesson)
/in Video Tips/by Bret KoebbeMany high-performance airplanes take advantage of turbocharged engines, allowing cruise operations at higher altitudes into the flight levels. This video shows how these systems work, including the compressor and turbine components, intercooler, wastegate, and engine flight instruments.
This video tip is from Sporty’s Commercial Pilot Training Course. Video training, test prep, checkride prep and more.
Quiz: Airspace classifications and rules
/in Quiz/by Chris ClarkeYou’ll likely pass through several classes of airspace on every flight, whether it’s your first solo or a cross-country flight to the beach. Each class of airspace is depicted with unique markings on the sectional chart and different VFR weather minimums and equipment requirements. Take our latest quiz and test your knowledge of the U.S. airspace system.
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Want to brush up on your airspace knowledge? Check out Sporty’s 2025 Learn to Fly Course
Regional Airline Association Opens Application Window for 2025 Scholarship Program
/in News/by Flight Training Central StaffThe Regional Airline Association (RAA) is now accepting applications for its 2025 scholarship program.
The Regional Airline Association (RAA) is now accepting applications for its 2025 scholarship program, which offers financial support to students pursuing careers in aviation. The RAA Scholarship aims to help the next generation of aviation professionals achieve their educational and career goals while strengthening, expanding, and diversifying the aviation industry’s future workforce.
Each year, RAA awards scholarships to outstanding students enrolled in accredited aviation programs at colleges and universities across the United States to offset the financial burden of education costs. The scholarship is open to individuals pursuing careers as pilots, aircraft maintenance technicians, and other aviation-related professions vital to the regional airline industry.
Eligibility Requirements:
How to Apply:
Students can submit their applications online by April 30, 2025. The application includes a personal statement, resume, academic transcripts, and a letter of recommendation.
Recipients will be announced later in the year and will be recognized at the 2025 RAA Leaders Conference, where they can connect with industry leaders and professionals.
For more information on the RAA Scholarship, visit https://raa.org/raa- scholarship-foundation/.
Tailwheel Pilots’ Guide to Smooth Grass Landings
/in Video Tips/by Bret KoebbeThe rugged design of a tailwheel airplane and its extra prop clearance opens up the opportunity to land at a wide variety of off-airport locations with soft surfaces, like sand, gravel bars, grass and even mud. A modified soft-field approach and landing technique should be used when operating from these conditions, which allows the wheels to touchdown at the slowest possible airspeed with the wings supporting the weight of the airplane as long as possible.
This week’s tip explains how to land a tailwheel airplane on non-pavement surfaces using the soft field method. To learn more about how to fly tailwheel airplanes, check out Sporty’s Tailwheel Checkout Course with Patty Wagstaff.
Mastering Stalls: How to Recognize, Prevent, and Recover Safely
/in Tips and technique/by Eric RadtkeAerodynamic stalls are caused by an excessive angle of attack. And while technically they can occur at any attitude, power setting, or airspeed, as a practical matter, they are likely to occur when operating at the edges of the normal operating envelope and/or while making abrupt control inputs. While it’s extremely important to understand what conditions can lead to a stall, how to recognize an impending stall, and correct recovery techniques, it’s not something to fear during your everyday flying.
Depending on design, airfoils used in general aviation, stall at angles of attack between 16 to 18 degrees. A wing will always stall at the same angle of attack; however, weight, and bank angle, power setting and load factor may change the speed or the pitch attitude at which the airplane stalls.
Stalls are not taught to make you proficient in performing stalls but are done to make you aware of and avoid an impending stall, or, properly recover in case you inadvertently stall the airplane. Practicing stalls will also help you learn the low airspeed flight characteristics of the airplane, and how to control the airplane at low airspeeds which is what you will encounter while maneuvering in the traffic pattern and approaching to land.
The test standards divide stalls into power off and power on. The power on stall simulates the takeoff and departure situations, and the power off stalls the approach and landing conditions. Whenever you perform any stall, the airplane must be at an altitude which allows the stall and recovery to be made without descending below 1,500 feet above the surface. This is an absolute minimum and stalls should be practiced higher, if at all possible. Also, the weight in the airplane must be properly distributed and balanced. This is always true, but it is especially important when practicing stalls. If weight is loaded too far forward, the airplane will stall at a higher airspeed; and if loaded too far aft, stall recovery may be difficult.
Power Off Stalls
The imminent stall recovery is made when the airplane is on the verge of, but not completely, stalled.
To begin, reduce power to idle and maintain altitude in level flight to slow the airplane to normal approach speed. As the airspeed slows into the white arc, extend the wing flaps. At the normal approach speed, lower the nose to the approach pitch attitude.
When the airplane is stabilized in the approach attitude and speed, begin to smoothly and slowly bring the nose up to an attitude which will cause a stall. This attitude should not be more than the normal climb attitude. The idea is to reach the imminent stall without having the airplane in an abnormally high pitch attitude.
The imminent stall recovery is made when the airplane is on the verge of, but not completely, stalled. This is when the first decay of control effectiveness or buffeting occurs because of the disruption of normal air flow over the flight control surfaces.
Recovery is made by lowering the nose, simultaneously applying full power while maintaining directional control with coordinated use of aileron and rudder. Because the airplane is not fully stalled, the pitch attitude only needs to be lowered to the point where minimum controllable airspeed, and thus control effectiveness, is regained. A pitch attitude slightly below level flight is usually sufficient to recover from an imminent stall.
As speed increases, slowly retract the flaps and establish a normal climb to the altitude specified by the examiner or instructor.
Imminent power-off stalls during turns should be made at 20 degrees of bank, simulating the turn from base to final. The imminent stall should be accomplished in approximately 90 degrees of turn. After establishing approach speed and flap configuration, start a 20-degree bank turn. Then, slowly and smoothly bring the nose up to the attitude which will stall the airplane.
During all turning stalls there is a tendency for the bank to increase. If the bank increases, the loss of vertical lift component tends to lower the nose. During the stall entry, use control pressures as necessary to prevent the bank angle from changing, keep the ball in the center, and keep the nose from dropping. Then, at the first sign of a stall, lower the nose, apply power, and level the wings. Right rudder pressure will be needed to offset the effect of the increase in power.
As speed increases, slowly retract the flaps and establish a normal climb to the altitude specified by the examiner or instructor.
The entry procedure for doing full stalls straight ahead with power off is the same as for the imminent stalls. For turning full stalls power off, the bank should be 20 degrees.
Full stalls require that the airplane be forced deeper into the stall, but recovery should be prompt when any of the signs of a full stall is experienced. Compared to the power on full stall, the power off full stall will provide fewer cues in that the airplane will not shake and buffet as much as in the power on stalls. Usually, the best clue is when the elevator control is full back and the nose pitches down.
The recovery procedure is the same as for all stalls. Reduce the angle of attack, add full power, and maintain directional control using coordinated rudder and aileron pressures. As you might expect, recovery from the full stall will require a lower pitch attitude to avoid the secondary stall and the altitude loss will be greater. As speed increases, retract the flaps- be sure that you have reached the best rate of climb speed before the final flap retraction.
Power On Stalls
The power on stalls duplicate, at a safe altitude, the accidental stalls that can be encountered during takeoff and climb out.
The power on stalls duplicate, at a safe altitude, the accidental stalls that can be encountered during takeoff and climb out. The stalls that simulate takeoff are entered in takeoff configuration at takeoff speed and power. Those that simulate the climb out are entered in climb configuration at climb airspeed and power. They are done straight ahead and in turns up to a maximum bank angle of 20 degrees. The pitch attitude for power on stalls has to be somewhat higher than for the power off stalls.
Also, the power on stalling speed will be slightly lower than the power off stalling speed. This is because the vertical component of thrust reduces the wing loading, and the propeller slipstream tends to maintain airflow over the center sections of the wings. To enter the power on stall, reduce power while maintaining altitude during the clearing turns. If simulating a maximum performance takeoff, the flaps should be extended if called for in the pilot’s operating handbook.
The airplane must be at the correct speed in the beginning in order to avoid an excessively high pitch attitude before the airplane stalls.
In the imminent takeoff stall, the speed is reduced to liftoff speed, and takeoff power is applied as the pitch attitude is raised to the normal climb attitude. The high power, low airspeed combination requires an increasing amount of right rudder pressure to keep the airplane in straight flight. Once the climb attitude is established, the nose is raised well above the climb attitude and held in that position until the first buffet or control effectiveness decay is felt.
At the first sign of a stall, recover by lowering the pitch attitude to slightly below level flight. Power is already at a maximum so the only available way to reduce angle of attack is with a reduction in pitch attitude. If flaps are extended, it will take a noticeably lower pitch attitude to recover from the stall. Retract the flaps if they are extended after reaching the best rate of climb speed and climb to the altitude specified by the examiner or instructor.
The full takeoff stall is identical to the imminent stall with the exception that the recovery is delayed until the airplane is fully stalled. The same entry procedure is used for the departure stalls with the exception that the airplane is in the climb configuration, at climb airspeed, and with climb power setting. As always when using a high-power setting at low airspeed, right rudder pressure is needed to keep the airplane straight.
The imminent stall recovery is made at the first sign of an impending stall, and the full stall recovery is started after the nose drops while holding full back elevator pressure, or an excessive sink rate or sudden loss of control effectiveness occurs.
Takeoff and departure stalls are also done in turns. After establishing the appropriate speed and configuration straight ahead, a shallow bank turn is started. The bank should not exceed 20 degrees and should remain constant as speed is reduced. Because of engine torque and “P” factor, turns to the left will tend to steepen, and banks to the right tend to decrease. However, during power on turning stalls to the right, you may find it necessary to use right rudder to overcome torque and “P” factor, and left aileron to prevent the bank from increasing.
The tendency in most airplanes is for the high wing to stall first, resulting in the airplane rolling toward the high wing. This is because, as the stall approaches, the airplane begins to mush and slip toward the low wing. This has the effect of blanking out the airflow over the raised wing, causing it to stall first, and the airplane will roll in that direction. If the turn is perfectly coordinated at the stall, the airplane should not experience any rolling moment, with the nose simply pitching away from the pilot.
Because of the loss of rudder effectiveness at low airspeed, it may not be possible to keep the ball centered in power-on stalls. If the ball is not centered, the airplane will roll away from the ball. If the ball is to the right, the airplane will roll to the left.
During the recovery, you should be prepared to use coordinated rudder and aileron pressure to stop the roll and level the wings. Remember, an airplane will always stall at the same angle of attack. The main factors which determine the angle of attack of a wing are, airspeed, weight, and load factor.
The indicated airspeed at which the airplane stalled is fairly consistent. The stalling speed in the turning stalls was slightly higher but the increase is so small that it is not readily noticeable. An increase in weight or an increase in load factor will cause the airplane to stall at a higher speed. Load factor is increased by steep turns, pull-ups, or any abrupt changes in the airplane’s attitude.
Accelerated Stalls
Stalls caused by an increased load factor are called accelerated maneuver stalls. As it’s used, the word accelerated does not mean speeded up, but that the stall has been caused by an increased load factor during a steep turn or an abrupt pitch change. Accelerated stalls should not be done with the flaps extended because of the risk of exceeding the maximum flaps extended speed in the stall recovery. Also, some airplanes have lower structural load limits with the flaps extended. To stay safely within the structural load limitations, they should be done at airspeeds at or below maneuvering speed and in most cases not more than 20 percent above the normal stall speed.
With power reduced, the airplane should be slowed to a speed one- and one-half times the normal stall speed in straight flight. When the proper airspeed is reached, a 45-degree banked turn is started with back elevator pressure used to maintain altitude. When the bank is established and the airspeed is 20 percent above the normal stall speed, back elevator pressure is briskly increased to bring about the stall.
At the stall, the rolling and pitching action is usually more sudden than you encounter in an unaccelerated stall. If the airplane starts to roll, power must be added and the back pressure released in order to recover before the wings can be leveled with coordinated aileron and rudder.
Practicing Stalls
Remember, stalls are practiced so that you can learn to recognize the approach of a stall and how to apply the correct actions to keep the stall from happening. Practicing flight at critically slow airspeeds, including stalls and slow flight, shouldn’t stop when you get your pilot certificate. Take a few minutes occasionally, to reacquaint yourself with the handling characteristics of the airplane at slow speeds. Experience the sight and sound cues of an impending stall, and how to prevent or recover from the stall. It’s a very small premium to pay for insurance you may never have to use.