Stall Recovery

The proper stall recovery for your aircraft should be published in the Aircraft Operating Instructions. The fundamental sequence of actions taken in a stall recovery are common to most fixed wing aircraft (See: All-Attitude Upset Recovery Checklist). As this article highlights, when faced with an impending stall the sooner correct recovery action is taken the more likely that a successful recovery will occur. Preferably the stall should be avoided through the recognition of developing symptoms rather than waiting until an actual stall occurs. However, if faced with a stalled flight scenario, a stall can be identified by any of the following:

• Significant airframe and/or control surface buffet at speeds below Va
• Lack of, or Reversal of, Pitch Authority
• Lack of, or Reversal of, Roll Authority
• Continuous aural or visual stall warning

CFI's must make an extra effort to be thoroughly educated on stall recovery and ensure every stage of the recovery is fully understood by their students. Generalized actions to be taken in the stall recovery can be summarized as follows:

1. PUSH - Reduce Angle of Attack: Aggressively unload the aircraft through a purposeful "Push" straightforward on the control column to reduce the angle of attack of the wing to below critical AOA to eliminate this critical aerodynamic spin-risk component*. The amount of elevator movement and control pressure may vary from a simple release of control column pressure to a distinct push of 20-30 lbs or more in a nose-high autopilot trimmed power-on stall condition in a transport category aircraft. In a stall where the wings are close to level (less than 45 degrees), the angle of attack should only be reduced enough to get out of the stall yet not so much so as to unnecessarily induce a significant amount of altitude loss.

2. POWER - Make a Power Selection: The power is typically selected to full thrust. There are exceptions to this general guidance based on aircraft design and configuration. Exceptions to applying full power (or full thrust) in a stall situation include situations such as; Vmc (a failed engine) stall in a multi-engine aircraft, high-powered single-engine propeller aircraft where the manufacturer cautions the torque rolling effect as being excessive in slow-speed high-AOA flight conditions, and in large jet aircraft where the manufacturer may require the reduction of power in the stall recovery because of excessive nose-up moments at full power in low-speed high-AOA situations when the engines are mounted under the wing.
3. RUDDER - Cancel Yaw with Rudder: Apply a firm single application of rudder to cancel yaw to attain coordinated flight. Remember, if the aircraft is in a stall, the ball in the turn coordinator is not reliable. Visually arrest the yaw/roll couple to eliminate this critical aerodynamic spin-risk component*. It is important to emphasize that rudder is NOT used to roll the aircraft unless judiciously and properly combined with aileron input in the "ROLL" step (next). This recommended stall recovery DOES NOT advocate the "Step on the Sky" technique as it unnecessarily uncoordinates the aircraft, significantly increases drag, may overstress the rudder assembly (especially when above Va and/or the rudder is cycled) and has marginal secondary roll response in comparison the proper use of aileron as detailed in the next step.

4. ROLL - Re-orient the Lift Vector to the Nearest Horizon: Using aileron, the lift vector must be rolled to nearest horizon immediately. In an overbanked scenario (above 45 degrees), the roll must be accomplished while keeping the aircraft unloaded at low angle of attack under positive G. Up to full control deflection must be initiated to achieve the desired wings level flight attitude in minimum time.

5. CLIMB - Initiate an Immediate Climb: With the lift vector oriented in a wings-level flight attitude, the pilot should now initiate an aggressive pull on the control column to attain a climbing Vy pitch attitude. Pilots must necessarily manage AOA-onset to avoid the secondary stall when below Va and manage G-onset to avoid exceeding the aircraft's limit-load when above Va.

* NOTE: Two critical aerodynamic factors must be present for an aircraft to enter a spin: 1) AOA above critical (see PUSH above), and 2) Continuous yaw (see RUDDER above). Without both of these components present simultaneously, an aircraft can not spin. A proper stall recovery must aggressively resolve both factors.