AA.V.B.S1
SkillClear the area and select an entry altitude that allows the recovery to be completed no lower than 3,000 feet above ground level (AGL) (non-transport category airplanes) or 5,000 feet AGL (transport category airplanes).
From the FAA library
- Chapter 5: Maintaining Aircraft Control: Upset Prevention and Recovery Training › Stalls › Stall Training
flight scenarios in which a stall could occur. Stall accidents usually result from an inadvertent stall at a low altitude, with the recovery not completed prior to ground contact. For example, power-on stalls are practiced to develop the pilot ... awareness of what could happen if the airplane is pitched to an excessively nose-high attitude immediately after takeoff, during a climbing turn, or when trying to clear an obstacle. Power-off turning stalls develop the pilot’s awareness…
- Chapter 13: Transition to Multiengine Airplanes › Spin Awareness and Stalls › Stall Training
Stall Training It is recommended that stalls be practiced at an altitude that allows recovery no lower than 3,000 feet AGL for multiengine airplanes, or higher if recommended by the AFM/POH. Losing altitude during recovery from a stall ... expected. Stall characteristics vary among multiengine airplanes just as they do with single-engine airplanes, and therefore, a pilot should be familiar with them. Yet, the most important stall recovery step in a multiengine airplane is the same…
- Chapter 13: Transition to Multiengine Airplanes › Spin Awareness and Stalls › Accelerated Approach to Stall
present. A power-off or power-on full stall should only be practiced in a structured lesson with clear learning objectives and cautions discussed. The goals of the training are (a) to provide the pilots the experience of the handling ... buffet, roll off) near and at full stall and (b) to reinforce the proper application of the stall recovery procedures. Given the associated risk of asymmetric thrust at high angles of attack and low rudder effectiveness due to low airspeeds…
- Chapter 5: Maintaining Aircraft Control: Upset Prevention and Recovery Training › Stalls › Spin Procedures
current 14 CFR part 91 parachute requirements Also essential is a thorough airplane preflight inspection, with special emphasis on excess or loose items that may affect the weight, CG, and controllability of the airplane. It is also important to ensure ... that the airplane is within any CG limitations as determined by the manufacturer. Slack or loose control cables (particularly rudder and elevator) could prevent full anti-spin control deflections and delay or preclude recovery in some airplanes. Prior…
- Chapter 5: Maintaining Aircraft Control: Upset Prevention and Recovery Training › Stalls › Stall Recognition
uncommanded nose down pitch cannot be readily arrested, and may be accompanied by an uncommanded rolling motion. For airplanes equipped with stick pushers, their activation is also an indicator of a full stall. Although it depends on the degree ... which a stall has progressed, some loss of altitude is expected during recovery. The longer it takes for the pilot to recognize an impending stall, the more likely it is that a full stall will result. Intentional stalls should therefore…
- Chapter 5: Maintaining Aircraft Control: Upset Prevention and Recovery Training › Stalls › Cross-Control Stall
safest action for an “overshoot” is to perform a go-around. At the relatively low altitude of a base-to-final approach turn, a pilot should be reluctant to use bank angles greater than 30 degrees and should not make ... skidding turn if correcting for any overshoot. Before performing this stall, the pilot should establish a safe altitude for entry and recovery in the event of a spin, and clear the area of other traffic while slowly retarding the throttle…