Stall Recovery Template 1. Wing leveler or autopilot 2. a) Nose-down pitch control b) Nose-down pitch trim 3. Bank 4. Thrust/Power 5. Speed brakes/spoilers 6. Return to the desired flight path 1. Disconnect 2. a) Apply until impending stall indications are eliminated b) As needed 3. Wings Level 4. As needed 5. Retract Figure 12-19.  Stall recovery procedure. 12-27 The entry method for the maneuver is no different than  for a single-engine airplane. Once at an appropriate speed,  begin increasing the back pressure on the elevator while  maintaining a coordinated 45° turn. A good speed reduction  rate is approximately 3-5 knots per second. Once a stall  warning occurs, recover promptly by reducing the AOA  until the stall warning stops. Then roll the wings level with  coordinated rudder and add power as necessary to return to  the desired flightpath. When the airplane reaches the stall warning, the recovery  is made first by reducing the AOA until the stall warning is  eliminated. The pilot then rolls the wings level with coordinated  use of the rudder and applying power as needed. However,  if simulating limited power available for high gross weight  and density altitude situations, the power during the recovery  should be limited to that specified. The landing gear should  Accelerated approach to stall should be performed with a bank  of approximately 45°, and in no case at a speed greater than  the airplane manufacturer’s recommended airspeed or the  specified design maneuvering speed (V$_{A}$). The entry altitude  for this maneuver should be no lower than 5,000 feet AGL. A power-on approach to stall is trained and checked to  simulate problematic takeoff scenarios. A power-on approach  to stall may be performed from straight-and-level flight  or from shallow and medium banked turns (20 degrees of  bank). To initiate a power-on approach to stall maneuver,  the area surrounding the airplane should always be cleared  to look for potential traffic. The airplane is slowed to the  manufacturer’s recommended lift-off speed. The airplane  should be configured in the takeoff configuration. Trim should  be adjusted for this speed. Engine power is then increased  to that recommended in the AFM/POH for the practice of  power-on approach to stall. In the absence of a recommended  setting, use approximately 65 percent of maximum available  power. Begin a turn, if desired, while increasing AOA to  induce a stall warning (e.g., aural alert, buffet, etc.). Other  specified (reduced) power settings may be used to simulate  performance at higher gross weights and density altitudes.  It is not recommended that full stalls be practiced unless a  qualified flight instructor is present. A power-off or power-on  full stall should only be practiced in a structured lesson with  clear learning objectives and cautions discussed. The goals  of the training are (a) to provide the pilots the experience  of the handling characteristics and dynamic cues (e.g.,  buffet, roll off) near and at full stall and (b) to reinforce the  proper application of the stall recovery procedures. Given  the associated risk of asymmetric thrust at high angles of  attack and low rudder effectiveness due to low airspeeds,  this reinforces the primary step of first lowering the AOA,  which allows all control surfaces to become more effective  and allows for roll to be better controlled. Thrust should only  be used as needed in the recovery. the AOA until the stall warning is eliminated. The pilot then  rolls the wings level with coordinated use of the rudder and  smoothly applies power as required. The airplane should be  accelerated to V$_{X}$ (if simulated obstacles are present) or V$_{Y }$ during recovery and climb. Considerable forward elevator/ stabilator pressure will be required after the stall recovery  as the airplane accelerates to V$_{X}$ or V$_{Y}$. Appropriate trim  input should be anticipated. The flap setting should be  reduced from full to approach, or as recommended by the  manufacturer. Then, with a positive rate of climb, the landing  gear is selected up. The remaining flaps are then retracted as  a positive rate-of-climb continues. be retracted when a positive rate of climb is attained, and flaps  retracted, if flaps were set for takeoff. The target airspeed on  recovery is V$_{X}$ if (simulated) obstructions are present, or V$_{Y}$.  The pilot should anticipate the need for nose-down trim as the  airplane accelerates to V$_{X}$ or V$_{Y}$ after recovery. Accelerated Approach to Stall Power-On Approach to Stall (Takeoff and Departure) Full Stall