What do you think of my stall and recovery technique?

Question

(Cessna 150)

do my checks, carb heat on, throttle to 1600 rpm, 20 flaps, back pressure until I stall, stall. lower nose to just under horizon, use rudder to keep on heading, hit the power and carb cold, get into a climb attitude, wait to see if in white arc before putting up flaps.

Answer 1

I hope you're not trying to pit popular opinion against what your instructor says...

Here's my disclaimer: it has been about 12 years since I've flown a 150, so I don't remember any of the power settings.

Is this technique toward a pilot certificate?  The reason I ask is because the PTS spells out the technique for stall entry and recovery.  This doesn't sound like anything from the PTS.  If you aren't practicing for a certificate and you just want to become more proficient, that's a different story.

Review the PTS for power off and power on stalls.  Power off stalls are started in a stabilized descent in a landing configuration.  This normally means full flaps, not 20 degrees.  Follow the manufacturer's recommendation for flap retraction speeds.  Those are normally found in "after takeoff" expanded procedures, or possibly in a maneuvers section of the POH.

A power on stall requires a takeoff configuration and not less than 65% of available power.  A 150 is not a high performance airplane, so be prepared to perform them with full power.

Be smooth on everything, especially the power application.  You'll have no problems with smooth application of the power, but if you jam it in, you might find yourself with a coughing engine.

If I were your examiner and you were a private pilot applicant on a checkride, if I saw that technique when I requested a power off stall, I would first ask if that's the way your instructor taught you.  I would then ask if you took the time to read the PTS.  Your method doesn't sound inherently bad, but don't be making stuff up in this industry.  Stick with what's in the POH, and if preparing for a checkride, the PTS.

Answer 2

Nothing much wrong with your technique except perhaps your timing regarding your use of carb heat. When I'm teaching students, particulary the stall series, I emphasize this sequence, pretty much no matter what we're flying as far as smaller, recip-powered aircraft go:

1) Pitch down

2) Power up

3) Clean up

4) Positive rate, pitch up

5) Climb checkist

6) Monitor altitude / level off

7) Cruise checklist

Expanded version:

1) Pitch nose down to horizon or slightly below. Simultaneously neutralize the ailerons and keep wings level or level them using rudder.

2) Quickly but smoothly add climb power (full throttle). Don't jam the throttle forward abruptly or the engine may falter.

3) Clean up = reduce drag, so set flaps to your CLIMB setting. Since you're already at or near stall speed, it isn't really necessary to determine if you're within the white arc. You won't be if you don't pitch down a rididulous amount and hold it there. Also, checking the ASI is a distraction you can do without at this point. You should also be able to set the flaps with good approximation without looking at the flap position indicator.

4) When you have a positive rate of airspeed change, then pitch up to your best rate climb attitude. You should have a mental picture of the Vy attitude when looking out the window, as well as what it looks like on the attitude indicator when under the hood. To note the positive change in airspeed you don't really need to look at the airspeed indicator at all in a Cessna 150, your ears will tell you everything you need to know if you pay attention to the sound of the airflow. To prove my point, I usually have my students learn to perform stalls with the ASI covered up.

5) Perform your configuration checklist. This is where the carb heat goes in, the flaps are rechecked / reset, the airspeed, engine and other instruments are monitored, etc. You should have your configuration checklist memorized, and when you have done all the items, then refer to the printed checklist to confirm your actions.

6) Monitor altitude, level off as required, then execute your cruise power checklist, check traffic, make radio calls if required, etc.

Some people may argue that item #4 should precede #3, and that "positive rate" should also include a positive rate of climb on the VSI. In some aircraft this is true, but for the little C-150, if you don't get rid of the drag if the flaps are set beyond 10 degrees, as in an approach to landing stall, you won't accelerate or climb. The flaps should come up in gentle increments though, so you can control your pitch more easily Dumping the flaps to immediately to zero will not let you take advantage of the lift they provide and could induce a secondary stall.

Answer 3

1. Some recommend using carb heat for long eough to ensure that any ice buildup is melted, then returning it to the cold position. Do this BEFORE reducing throttle to prevent any chance of reducing power too much while ice is present.

2. Smoothly and briskly to power. Don't 'hit' it or 'yank' it.

3. Being smooth, brisk and precise will minimize altitude loss.

Answer 4

your recovery is good but focus on airspeed and minimum altitude loss