6.8. Traffic Pattern Stalls. In the traffic pattern, unrecoverable stall or sink rate situations can occur before indications become obvious. If a stall indication occurs in the traffic pattern, minimize altitude loss by max performing the aircraft, disregard ground track, and recover as described below. If in the pattern, do not hesitate to eject if recovery appears unlikely.

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6.8.1. Objective. Proper recognition of, and recovery from, approach-to-stall conditions in the traffic pattern. Training emphasis is on recognition of approach-to-stall indications and appropriate recovery procedures, not on setup or flow from one stall to the next. However, the more realistic the setup, the more valid the recovery training will be.

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6.8.2. Description. This exercise simulates five possible traffic pattern errors and practices the appropriate recovery actions: an overshooting (nose low), accelerated stall simulating overshooting crosswinds or improper perch spacing; an undershooting stall simulating a combination of inadvertently placing the PCL to idle (zero torque) and poor airspeed crosscheck; a landing attitude stall simulating an improper landing assured decision (PCL to idle) or improperly flown roundout and flare; a break turn stall simulating an exaggerated aggressive break; and a closed pull-up stall simulating an exaggerated, aggressive pull-up with poor airspeed and altitude crosscheck. The latter two stalls, the break turn and closed pull-up stalls are to be practiced in the simulator only. Any individual stall scenario can be divided into three elements: a portion that mimics normal pattern operations; the “setup” that leads to the approach to stall indication; and the stall recovery itself. As much as proper recovery from a traffic pattern stall is critical, it is equally important to understand and recognize the “setup” and use that knowledge to avoid entering a stall inadvertently during normal operations.

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6.8.2.1. Airspeed.

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6.8.2.1.1. Final turn setups: 120 KIAS (minimum).

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6.8.2.1.2. Landing attitude setup: 5-10 knots above final approach airspeed commensurate with flap setting.

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6.8.2.2. Power.

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6.8.2.2.1. Final turn setup: commensurate with flap setting in Chapter 5.

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6.8.2.2.2. To induce stall: zero percent torque.

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6.8.2.2.3. Recovery: MAX.

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6.8.2.3. Gear. Down.

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6.8.2.4. Flaps. LDG, TO, and UP.

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6.8.2.5. Bank.

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6.8.2.5.1. Initial turn: 30 degrees.

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6.8.2.5.2. Landing attitude stall: 0 degrees.

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6.8.3. Procedures. Perform pre-stall check. For all traffic pattern stalls, recover at approach- to-stall indication, which is considered to be activation of the stick shaker or aircraft buffet, whichever occurs first. While the recovery AOA is approximately 15.5-18 units, the primary reference for maintaining recovery AOA is a positive, vertical nose track. Recovery is complete when the aircraft is wings level and safely climbing. When complete, say “Recovered”. During recovery, it is permissible, but not required, to momentarily “be in and out of the stick shaker” during recovery, however, if recovery is initiated due to buffeting, alleviate the buffeting condition. For all stall scenarios that require configuration, perform a Before Landing Checklist. At the completion of traffic pattern stall training, perform an After Takeoff Checklist unless immediately progressing additional configure flight training (e.g., slow flight or ELP stalls).

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6.8.3.1. Overshooting (Nose Low) Accelerated Final-turn Stall. Fly a simulated downwind leg, configure for an overhead pattern. At 120 KIAS minimum, initiate a normal final turn. After the turn is established, retard the PCL to idle, steadily increase bank (not to exceed 60 degrees) and back pressure to simulate an overshooting final turn, inducing an approach to an accelerated stall. To recover, simultaneously and smoothly advance the PCL to MAX, relax back stick pressure, and use coordinated rudder and aileron to roll the wings level. Disregard pattern ground track. The objective is to minimize altitude loss and max perform the aircraft by maintaining recovery AOA until recovery is complete (positive climb) without stalling.

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6.8.3.2. Undershooting (Nose High) Final-turn Stall. Fly a simulated downwind leg, configure for an overhead pattern. At 120 KIAS minimum, initiate a normal final turn. After the turn is established, retard the PCL to idle, raise the nose slightly, and shallow out the bank. Continue the turn until achieving an approach-to-stall indication. Recovery is the same as for the overshooting final-turn stall; however, since airspeed is initially lower, recovery takes slightly longer.

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6.8.3.3. Landing Attitude Stall. Establish a simulated final approach at 5-10 knots above final approach airspeed commensurate with flap setting. Retard the PCL to idle and execute a simulated roundout for landing. Hold the landing attitude constant until an approach-to- stall indication occurs. Recover by selecting MAX power, maintaining the takeoff/flare attitude to preclude a 3-point touchdown/tail-strike, and add right rudder to stay coordinated. Hold this picture until safely climbing.

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6.8.3.4. Closed Pull-up Accelerated Stall (Simulator Training Only). On departure leg, with 140 KIAS, roll and pull, simulating an overly aggressive closed pattern. At the first approach-to-stall indication, recover by reducing back stick pressure and rapidly rolling wings level with rudder and aileron. A reduction in power may be necessary during a left closed pattern. If the aircraft departs controlled flight, eject.

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6.8.3.5. Break Accelerated Stall (Simulator Training Only). At 200 KIAS, retard the PCL to approximately 10 percent torque and enter a 60-degree bank turn. Midway through the turn, increase the bank and back stick pressure until an approach-to-stall indication is recognized. Recovery by using stick forces as necessary to decrease the AOA. Adjust the bank angle as necessary and continue the turn to a simulated downwind leg.

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6.8.4. Technique.

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6.8.4.1. Use “MAX, Relax, Roll” to guide initial recovery actions.

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6.8.4.2. Pull nose up until the glareshield/eyebrow lights are on the horizon. This should be with approximately 15.5-18 AOA initially. If the nose begins to stop tracking before the fire lights reaches the horizon, release back pressure slightly momentarily to let airspeed increase to avoid a secondary stall. As power and airspeed increase, increased back pressure is needed to establish a climb. A pitch attitude of 10-15 degrees is usually sufficient to achieve climbing indications on the altimeter and VSI display.

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6.8.4.3. Propeller and gyroscopic effects will force the nose to the left when the power is increased from idle to MAX at slow speed. Counter the tendency of the nose to move to the left by using right rudder as torque increases. Find a point far in front of the aircraft and use right rudder to keep the nose from moving left. Anticipate left nose movement to start approximately two seconds after moving the PCL to MAX. The slower the airspeed at recovery, the more pronounced the yaw will be at engine spool up.

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