Par 5-1 Page 19 (and 20) CHAPTER 5. STALL RECOVERY TRAINING
5-1. GENERAL. This chapter provides specific information for training stall recovery, which is an instructor-guided, hands-on experience of applying the stall recovery procedure for a full stall.
Recovery from a full stall, including stick pusher activation, if equipped, is required by § 121.423, but is not checked.
5-2. FULL STALL TRAINING. Full stall training provides pilots with the hands-on experience of the airplane handling characteristics and cues (e.g., increased buffet, reduced stability and control, and roll off) near and at full stall. The focus of full stall training should be maneuver based. Scenario-based training is better reserved for assessing stall prevention skills.
In addition to providing the full stall experience, the following emphasis items should be highlighted by the instructor:
• Discussion of the objective of increasing the AOA beyond an impending stall to experience full stall characteristics, as these full stall characteristics may be significantly different from those they experienced in flying lighter aircraft in their primary training.
• Differences in flight cues and flight/control characteristics in full stall as compared to cues in stall prevention training. If an aircraft exhibits more than one of the ways a full stall is defined, these conditions should be trained.
• Proper recovery once full stall is identified. If full stall is represented by stick pusher activation, pilots must allow the stick pusher to activate before completing the recovery.
5-3. FULL STALL TRAINING MANEUVER. During training for full stall, the pilot may be asked, for demonstration purposes, to call out some aural and visual indications of the impending stall, but defer response until directed to recover, in order to experience the aircraft’s handling qualities in the full stall regime. Such training provides the pilot with an instructor-guided, hands-on experience of recovering from a full stall. Appendix 4 includes an example of Full Stall Experience Training.
5-4. STICK PUSHER. For airplanes equipped with a stick pusher, stall recovery training includes ground training and practical training in an FFS. It is important for pilots to experience the sudden forward movement of the control yoke/stick during a stick pusher activation. From observations, most instructors state that, regardless of previous academic training, pilots usually resist the stick pusher on their first encounter. Usually, they immediately pull back on the control yoke/stick rather than releasing pressure as they have been taught. Therefore, pilots must receive practical stick pusher training in an FFS to develop the proper response (allowing the pusher to reduce AOA) when confronted with a stick pusher activation. Stick pusher training should be completed as a demonstration/practice exercise, including repetitions, until the pilot’s reaction is to permit the reduction in AOA even at low altitudes. Pilot response to a deliberate activation of the pusher is not a checked maneuver.
Appendix 1 APPENDIX 1. STALL RECOVERY TEMPLATE
1. METHODOLOGY. Airplane manufacturers (Airbus, ATR, Boeing, Bombardier, and Embraer) provided input for the creation of a stall recovery template that provides commonality among various airplanes. The basic steps were identifying airplane differences (e.g., stick pushers, stick shakers, turbojets versus turboprops, wing-mounted engines, tail-mounted engines, fly-by-wire and non-fly-by-wire, etc.), finding the commonalities, and proceeding to find a straightforward and effective stall recovery template. In addition to presenting the recovery steps, the template also provides the rationale for each step of the procedure to enable manufacturers to better determine the applicability to their specific airplane.
2. STALL RECOVERY TEMPLATE. The stall recovery template developed with input from the manufacturers is provided in Table 1, Stall Recovery Template (with Associated Rationale).
Although the procedures should apply to the majority of today’s airplanes, manufacturer recommended procedures may deviate from Table 1 due to specific airplane characteristics.
Specific items, such as configuration changes (e.g., flaps extension), that could be required at a specific point during the recovery procedure are not included in the template, but will be included in a specific procedure for a particular airplane. Manufacturers are expected to deviate from this template if necessary due to airplane operating characteristics. For operators of airplanes without a manufacturer stall recovery procedure, the FAA recommends using the stall recovery template as a reference when developing operator specific stall recovery procedures.
NOTE: Reduction of AOA must be paramount in all stall prevention and recovery procedures. Operators should consult with their airplane manufacturer(s) to ensure they have the proper stall prevention and recovery procedure. Outdated procedures should be updated in accordance with this guidance.
Appendix 1 TABLE 1. STALL RECOVERY TEMPLATE (WITH ASSOCIATED RATIONALE) 1 Autopilot and autothrottle/autothrust……………………Disconnect Rationale While maintaining the attitude of the airplane, disconnect the autopilot and autothrottle/autothrust. Ensure the pitch attitude does not increase when disconnecting the autopilot. This may be very important in out-of-trim situations. Manual control is essential to recovery in all situations. Leaving the autopilot or autothrottle/autothrust connected may result in inadvertent changes or adjustments that may not be easily recognized or appropriate, especially during high workload situations.
2 a) Nose-down pitch control……………..Apply until impending stall indications are eliminated
b) Nose-down pitch trim…….………………………..…….As Needed Rationale a) Reducing the angle of attack is crucial for recovery. This will also address autopilot-induced excessive nose-up trim.
b) If the control column does not provide sufficient response, pitch trim may be necessary. However, excessive use of pitch trim may aggravate the condition, or may result in loss of control or high structural loads.
3 Bank…………………………………………………..……Wings Level Rationale This orients the lift vector for recovery.
4 Thrust…………………………………………….………….As Needed Rationale During a stall recovery, maximum thrust is not always needed. A stall can occur at high thrust or at idle thrust. Therefore, the thrust is to be adjusted accordingly during the recovery. For airplanes with engines installed below the wing, applying maximum thrust may create a strong nose-up pitching moment if airspeed is low. For airplanes with engines mounted above the wings, thrust application creates a helpful pitch-down tendency.
For propeller-driven airplanes, thrust application increases the airflow around the wing, assisting in stall recovery.
5 Speed brakes/Spoilers……….…….…………………………..Retract Rationale This will improve lift and stall margin.
6 Return to the desired flightpath.
Rationale Apply gentle action for recovery to avoid secondary stalls then return to desired flightpath.
Appendix 2 APPENDIX 2. SAMPLE DEMONSTRATIONS
1. Two demonstrations were constructed using the philosophies and concepts described in this AC. The first is an impending stall recovery with only idle thrust available that emphasizes the need to reduce the AOA to recover from a stall. The second is a stick pusher demonstration (if equipped).
2. Training providers are encouraged to develop additional demonstrations to fit their training needs. The examples should be easily tailored to any transport category airplane. The examples given are not intended to be limiting in any way. They are simply provided as a framework for development of a training curriculum.
DEMONSTRATION 1: IMPENDING STALL RECOVERY WITH ONLY IDLE
THRUST AVAILABLE OBJECTIVE The pilot will recover from an impending stall by reducing the AOA without applying thrust.
This demonstration is only intended to show that the airplane will return to controlled flight by simply reducing the AOA.
It does not show the pilot the complete procedure for recovering from an impending stall.
EMPHASIS AREAS • Crew coordination, and
• AOA management.
FFS SETUP
CONSIDERATIONS This demonstration may be completed in any airplane configuration or any altitude that allows a recovery.
DEMONSTRATION
ELEMENTS
• At level flight, reduce thrust to idle.
• Increase AOA to achieve conditions for an impending stall without regard to holding altitude.
• At the impending stall, direct the crew to recover solely by lowering the nose to reduce the AOA.
• The demonstration is performed with idle thrust.
COMPLETION
STANDARDS The instructor will advise the pilot that the maneuver is complete when the pilot understands the need to reduce AOA for stall recovery.
Appendix 2 DEMONSTRATION 2: STICK PUSHER DEMONSTRATION (IF INSTALLED) OBJECTIVE The pilot will allow the stick pusher to reduce the AOA and then perform the correct recovery procedure without resisting the stick pusher.
The pilot understands that stick pusher activation must be relied upon and not overridden. In some airplanes, the stick pusher is an automated control input when the airplane approaches the critical AOA. If not resolved, the condition that activated the stick pusher will lead to an aerodynamic stall and possible loss of control. The pilot should be able to perform the appropriate actions should a stick pusher activation occur.
EMPHASIS AREAS • Recognition.
• Crew coordination.
• AOA management: Allow the pusher to reduce the AOA.
• Audible and visual warnings (environment and airplane cueing).
• Effects of altitude on recovery.
• Demonstrate and re-emphasize all impending stall cues and remind the pilot that in normal circumstances the pilot should recover if any of these cues occur. For the purpose of this demonstration, these cues will be noted but not acted upon to experience the stick pusher activation.
• Crewmember understanding for airplanes equipped with a stick pusher, recommended recovery actions in response to stick pusher activation, including activation when in close proximity to the ground or at cruise altitude.
FFS SET UP
CONSIDERATION This demonstration may be completed in any airplane configuration or any altitude that allows for a recovery.
DEMONSTRATION
ELEMENTS
• In level flight, reduce thrust to idle.
• AOA should be increased to achieve the activation of the stick pusher.
• Review impending stall indications as they occur.
• Upon stick pusher activation, direct the crew to allow the pusher activation and then initiate recovery procedure.
COMPLETION
STANDARDS
• The pilot releases back pressure at pusher activation and allows it to reduce the AOA.
• Recovers to the maneuvering speed appropriate for the airplane’s configuration without exceeding the airplane’s limitations. It is probable that some loss of altitude will occur during the recovery.
• The maneuver is considered complete once a safe speed is achieved and the airplane stabilized in level flight.
• There is no predetermined value for altitude loss, and maintaining altitude during recovery is not required.
Appendix 3 APPENDIX 3. SAMPLE TRAINING SCENARIOS Three scenarios were constructed using the philosophies and concepts described in this AC. They include clean configuration (high altitude), takeoff, and landing configuration impending stalls.
Training providers are encouraged to develop additional scenarios that fit their training needs.
The examples should be easily tailored to any transport category airplane. The examples given are not intended to be limiting in any way. They are provided as a framework for developing a training curriculum.
SCENARIO 1: CLEAN CONFIGURATION STALL PREVENTION (HIGH ALTITUDE) INSTRUCTOR ROLE Implement scenarios that result in an unexpected impending stall near the airplane’s maximum operating altitude.
OBJECTIVE The pilot will recognize the impending stall and immediately perform the stall recovery procedure. The pilot should demonstrate willingness to trade altitude for airspeed to accomplish an expeditious recovery.
EMPHASIS AREAS •
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•
•
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•
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• Recognition and recovery.
Crew coordination.
AOA management.
Out-of-trim control forces at autopilot disconnect (if engaged).
Aural and visual warnings (environment and airplane cuing).
Surprise.
Reduced roll stability and increased buffeting.
Climbing at a slower than normal airspeed and higher than normal vertical speed may result in leveling off at a speed below that which can be maintained at the thrust available.
The role of increasing temperature and turbulence on high altitude performance.
Effects of multiple levels of automation.
Effects of altitude on recovery.
Knowledge of the aircraft’s high- and low-speed buffet boundaries.
Thrust available versus thrust required to maintain altitude.
There is no predetermined value for altitude loss, maintaining altitude during recovery is not required, and the recovery will likely take several thousand feet.
Situational awareness while returning to desired flightpath after the stall recovery, including such items as heading, altitude, other aircraft, and flight deck automation.
FFS SETUP
CONSIDERATIONS This scenario will be conducted near maximum operating altitude for the specific airplane weight and temperature. Crew distractions
(e.g., minor malfunctions, air traffic control (ATC) instructions, weather) and simulator capabilities may be used to induce
Appendix 3 impending stalls. Scenarios from actual events, such as climbing in vertical speed mode, which will result in the airplane leveling off at an airspeed behind the power curve can also be used.
SCENARIO
ELEMENTS
• At level flight with the autopilot on, introduce an event or reduce thrust to less than adequate for maneuvering flight.
• Upon recognizing the impending stall, perform the stall recovery procedure.
• The necessity for smooth, deliberate, and positive control inputs to avoid excessive load factors and secondary stalls.
COMPLETION
STANDARDS
• The pilot will perform a deliberate and smooth reduction of AOA.
• Positive recovery from the stall event is paramount. There is no predetermined value for altitude loss and maintaining altitude during recovery is not required.
• Appropriate application of thrust to accelerate and enable a positive recovery.
• Establishing the appropriate AOA takes precedence over roll control (attempting to maintain wings level) for positive recovery from the stall event.
• Intermittent secondary stall warnings, but not secondary stalls, may be acceptable due to the associated recovery challenges at altitude because of the lack of aerodynamic damping.
• The maneuver is considered complete once a safe speed is achieved and the airplane stabilized.
• Satisfactory crew coordination must be demonstrated.
COMMON PILOT ERRORS
• Recovery is attempted with thrust instead of reducing AOA.
• Not maintaining a nose-down input until the impending stall cues are eliminated.
• Insufficient pitch down to allow desired energy conversion of altitude to airspeed.
• Pilot fails to promptly recover from a secondary stall.
• Reluctance to sacrifice significant altitude.
• Pilot fails to distinguish between high-speed buffet and low-speed stall.
• Pilot increases the load factor too quickly and gets multiple impending stalls or a stick pusher activation.
• Inappropriate use of rudder.
• Pilot prioritizes roll control (attempting to level the wings) before reducing AOA.
• Not disconnecting the autopilot and/or autothrottle/autothrust prior to reducing AOA.
Appendix 3 SCENARIO 2: TAKEOFF CONFIGURATION STALL PREVENTION
INSTRUCTOR ROLE Implement scenarios that result in an unexpected impending stall on departure prior to flaps being fully retracted.
OBJECTIVE The pilot will recognize the impending stall and immediately perform the stall recovery procedure, then resume the assigned departure.
EMPHASIS AREAS •
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•
•
•
•
•
•
•
•
• Recognition and recovery.
Crew coordination.
AOA management.
Out-of-trim control forces at autopilot disconnect (if engaged).
Aural and visual warnings (environment and airplane cueing).
Surprise.
Reduced roll stability and increased buffeting.
Effects of multiple levels of automation.
Effects of altitude on recovery.
Situational awareness while returning to desired flightpath after the stall recovery, including such items as heading, terrain, altitude, other aircraft, and flight deck automation.
There is no predetermined value for altitude loss, and maintaining altitude during recovery is not required.
FFS SETUP
CONSIDERATIONS The scenario will be conducted during takeoff and/or departure, at an altitude that will allow for a recovery. Crew distractions (e.g., minor malfunctions, ATC instructions, weather) and simulator capabilities may be used to induce impending stalls.
SCENARIO
ELEMENTS
•
•
• During departure, reduce thrust to less than adequate to maintain airspeed and climb rate.
Upon recognizing the impending stall, perform the stall recovery procedure.
When recovery is assured, adjust the pitch attitude to initiate a climb to the assigned departure altitude.
COMPLETION
STANDARDS
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•
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• The pilot will perform a deliberate and smooth reduction of AOA.
Positive recovery from the stall event takes precedence over minimizing altitude loss or roll control (attempting to maintain wings level before appropriate AOA is established).
Appropriate application of thrust to accelerate and enable an expeditious recovery.
The return of the airplane to safe flight without encountering secondary stall warnings.
The maneuver is considered complete once the flight reaches and stabilizes at the assigned departure altitude.
Satisfactory crew coordination must be demonstrated.
Appendix 3
COMMON PILOT ERRORS
•
• Recovery is attempted with no loss of altitude.
Recovery is attempted without recognizing the importance of pitch control and AOA.
• Pilot prioritizes roll control (attempting to level the wings) before reducing AOA.
• Inappropriate use of rudder.
• Not disconnecting the autopilot and/or autothrottle/autothrust prior to reducing AOA.
• Not maintaining a nose-down input until the impending stall cues are eliminated.
• Pilot increases the load factor too quickly and gets multiple impending stalls or a stick pusher activation.
• Rolling wings level prior to AOA reduction.
• Failure to roll wings level after AOA reduction to improve performance.
• Losing situational awareness and failing to return to assigned flightpath or follow ATC instructions after recovery.
SCENARIO 3: LANDING CONFIGURATION STALL PREVENTION
INSTRUCTOR ROLE Implement scenarios that result in an unexpected impending stall during an approach.
OBJECTIVE The pilot will recognize the impending stall and immediately perform the stall recovery procedure, then commence missed approach.
EMPHASIS AREAS •
•
•
•
•
•
•
•
•
•
• Recognition and recovery.
Crew coordination.
AOA management.
Out-of-trim control forces at autopilot disconnect (if engaged).
Aural and visual warnings (environment and airplane cueing).
Surprise.
Reduced roll stability and increased buffeting.
Effects of multiple levels of automation.
Effects of altitude on recovery.
Situational awareness while returning to desired flightpath after the stall recovery, including such items as heading, terrain, altitude, other aircraft, and flight deck automation.
There is no predetermined value for altitude loss. Maintaining altitude is not required.
Appendix 3
FFS SETUP
CONSIDERATIONS The scenario will be conducted during approach to landing in the landing configuration, at an altitude that will allow for a recovery.
Crew distractions (e.g., minor malfunctions, ATC instructions, weather) and simulator capabilities may be used to induce impending stalls.
SCENARIO
ELEMENTS
•
•
• At 1,000 feet above ground level (AGL), reduce thrust to be inadequate to maintain a safe speed or descent angle, and results in an increase in AOA to maintain glidepath.
Upon recognizing the impending stall, perform the stall recovery procedure.
When recovery is assured, adjust the pitch attitude to initiate a climb to comply with missed approach instructions.
COMPLETION
STANDARDS
•
•
•
•
•
• The pilot will perform a deliberate and smooth reduction of AOA.
Positive recovery from the stall event takes precedence over minimizing altitude loss or roll control (attempting to maintain wings level before appropriate AOA is established).
Appropriate application of thrust to accelerate and enable an expeditious recovery.
The return of the airplane to safe flight without encountering secondary stall warnings.
The maneuver is considered complete when safe speed has been achieved and the pilot initiates the missed approach.
Satisfactory crew coordination must be demonstrated.
COMMON PILOT ERRORS
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•
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• Recovery is attempted with no loss of altitude.
Recovery is attempted without recognizing the importance of pitch control and AOA.
Inappropriate use of rudder.
Pilot prioritizes roll control (attempting to level the wings) before reducing AOA.
Not disconnecting the autopilot and/or autothrottle/autothrust prior to reducing AOA.
Not maintaining a nose-down input until the impending stall cues are eliminated.
Pilot increases the load factor too quickly and gets multiple impending stalls or a stick pusher activation.
Rolling wings level prior AOA reduction.
Failure to roll wings level after AOA reduction to improve performance.
Losing situational awareness and failing to return to assigned flightpath and complete a missed approach, or follow ATC instructions after recovery.