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Elevator Trim Stall & Common Errors When Practising Stalling

This manoeuvre is designed to demonstrate the consequences of not maintaining positive pitch control after application of power during a go-around. This could be at any point on final approach or after completion of practise forced landings.

The objective of the exercise is to highlight the following:

  • Need for smooth power application and anticipation of rudder input required

  • Anticipation of large out-of-trim forces

  • Maintaining positive pitch control to hold a safe pitch attitude during the ‘clean up’

  • Use of proper and timely trimming technique to correct

The air exercise will take you to a fully developed stall, but the purpose is to give you exposure to a situation that can be prevented with anticipation.

How to fly the manoeuvre:

1.) HASELL Checks - Gear down, flaps full

2.) Reduce power to idle, and maintain altitude until speed reduces to best glide speed

3.) Select pitch attitude to maintain best glide speed, trim to maintain

4.) When ready, initiate go-around (smooth power application)

5.) Allow the nose to pitch up until stall occurs

6.) Apply standard stall recovery technique

A few points to consider:

  • The combined effects of increased propwash over the tail and elevator trim tend to make the nose pitch up sharply and yaw/roll to the left

  • A large pitch change during the stall recovery is required to reduce AOA below critical AOA which may lead to a large loss of altitude

  • Having recovered there will be large out-of-trim forces to correct

  • The exercise takes us to the full stall for training purposes but you are likely to correct this at an earlier stage

Common Errors When Practising Stalling

  • Failure to adequately clear the area (HASELL)

  • Over-reliance on the airspeed indicator and balance ball/indicator while excluding other cues

  • Inadvertent accelerated stall by pulling too fast on the controls during a power-off or power on stall entry

  • Inability to recognise an impending stall condition

  • Failure to take timely action to prevent a full stall during the conduct of impending stalls

  • Failure to maintain a constant bank angle during turning stalls

  • Failure to maintain proper coordination with the rudder throughout the stall and recovery

  • Recovering before reaching the critical AOA when practicing the full stall manoeuvre

  • Not disconnecting the wing leveler or autopilot, if equipped, prior to reducing AOA

  • Recovery is attempted without recognising the importance of pitch control and AOA

  • Not maintaining a nose down control input until the stall warning is eliminated

  • Pilot attempts to level the wings before reducing AOA

  • Pilot attempts to recover with power before reducing AOA

  • Failure to roll wings level after AOA reduction and stall warning is eliminated

  • Inadvertent secondary stall during recovery

  • Excessive forward-elevator pressure during recovery resulting in low or negative G load

  • Excessive airspeed buildup during recovery

  • Losing situational awareness and failing to return to desired flightpath or follow ATC instructions after recovery

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