ths@lanl.ARPA (11/14/84)
As with most variations of the stall, the type of airplane being used has
some impact on the best technique to employ. I will limit my discussion here
to the departure stall and to the Cessna 172. The following is a very
effective technique that I have used with good success. It provides all of the
key features that not only satisfy the FAA requirements, but help make the
maneuver more realistic and challenging.
1. Pick an altitude at least 3,000' AGL. Clear the area.
2. While maintaining the assigned altitude, reduce the power to 1500 RPM
and decelerate to the airspeed used for rotation at take-off. I use
55 knots.
3. As you reach 55 knots, simulate taking-off by applying full power. Since
I operate at altitudes around 9000 MSL I will only be able to get about
65% power. If you are doing this at 3000 MSL you might consider using
only 65% power which is what the FAA Advisory Circular recommends.
4. Do not allow the aircraft to accelerate as you apply power. Instead
start comming in with backpressure to begin simulating the requirement
to clear that 50' tree the FAA planted at the end of each runway.
5. Your backpressure should result in "about" a 1 knot per second decrease
in airspeed (the method used by the FAA during A/C certification flights).
Your airspeed indicator should show about twice that rate because of the
increasing disparity between IAS and CAS at the lowering airspeeds.
6. You will therefore be building "muscle" for about 8 to 12 seconds
as attempt to climb over the obstacle.
7. For added challenge, the student is required to enter and maintain a
standard rate turn after beginning the take-off.
8. Maintain backpressure throught the buffet. DO NOT start the recovery
until the vertical speed indicator shows a descent (full stall).
Use your third eye for noting this.
9. Now lower then nose just slightly below the horizon by simply releasing
some of the backpressure. The stall warning will cease in 2 to 3 seconds
as the angle of attack is reduced.
10. Begin recovery from the nose low attitude at 55 knots and continue to
bring the nose up to a normal climb attitude (all stalls should end in a
Vx climb).
11. Note the lowest altitude you descended to during the recovery. Award
yourself one M&M if it was greater than the altitude at which you
started your "take-off".
Although this does not sound like a simple procedure most students will be
able to perform it quite well prior to solo. There are many things that
must be done with precision if the maneuver is to be done smoothly and
succesfully. It requires that you "fly" the airplane while thinking not
just about what you are currently doing but what you are going to do at
some predetermined point in the future.
Variations include executing the maneuver with your feet flat on the floor
to demonstrate recovery from uncoordinated turns. Please advise if you have
any problems or can suggest modification that will make it even more
effective.
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