Sporty's Stage 1, Lesson 25

Preparation for the flight

• Read Sporty's additional study items

Briefing and discussion items

• Difference between a forward slip and a sideslip
• Callouts on takeoff...work this into a habit. We've talked about HAT-config everytime you cross the hold short. You should also verbally check the aircraft during the takeoff roll. After you add power and start the takeoff roll, say (and check)... "engine instruments green", "airspeed is alive", "55 rotate-right-rudder" (the right rudder isn't something I normally say, but It will be helpful for you.) It's very important you maintain a "say and do" discipline. Aviation is full of cases where someone said "gear down" when it wasn't... this happens because the words become the habit and not the action. Stalls are always done starting in the ACS configuration: For landing stalls, complete the landing checklist and be in a stabilized descent at Vref with flaps configured before setting power to idle and initiating the stall. Takeoff/departure stalls... in the takeoff config at climb speed. Chris teaches 65 KIAS because it's closer to the takeoff speed. I've only ever taught the climb speed, but the ACS says "Establish the takeoff, departure, or cruise configuration, as specified by the evaluator, and maintain coordinated flight throughout the maneuver." You should be ready for any of those on a checkride, so I like Chris's technique
• Rudder in and out of turns... I had not noticed this, but Chris thinks you are not applying an appropriate amount of rudder. I'll pay more attention and we can do bank-to-bank drills to really work the repetitive motor learning. Aim point vs touchdown point... make sure you use a consistent spot for each and that you call this out to the CFI or check airman. This is the ACS skill "Select and aim for a suitable touchdown point considering the wind conditions, landing surface, and obstructions" Chris shared the observation that all three of us have seen... you should be more aggressive with power changes, on final, to stay ahead of glidepath and airspeed corrections
• I've talked to you about known pattern checkpoints (the cloverleaf and specific building) Chris mentioned aircraft references (the strut on the runway).
• PAT and APT...here's a thread that may interest you... Link It's understandable that you rely on rote procedures during training; you'll soon progress to a higher level of learning. Here's a case in point: On the level out from a climb, you know as soon as you complete your PAT or APT sequence for the level-off, your next PAT/APT is going to accelerate to cruise speed. My mental application of PAT is... P - no change needed, A- lower the nose to a level flight attitude and accelerate - T - Trim.
• As we get closer to solo, and particularly post-solo and pre-checkride, we'll emphasize the ACS more than we have. We will debrief maneuvers using the skills section of the ACS to ensure you're doing everything as the FAA examiner expects. I recommend you make notes on the key parameters for the maneuvers. Such as Landing: manufacturer’s published approach airspeed +10/-5 knots with gust factor applied.

Elevator trim stall

• Although the FAA does not require students to learn this maneuver and only have it demonstrated, it will be taught to proficiency.
• Use the following procedures:
• 1. Clear the airspace.
• 2. Slow to flap deployment speed and configure with full flaps and, if equipped, gear down (landing configuration).
• 3. Throttle set to idle.
• 4. Trim to descend at glide / approach speed.
• 5. Once stabilized in a glide, add full / takeoff power which should result in the nose of the aircraft pitching up.
• 6. Stop the nose on the horizon emphasizing the importance of not allowing the pitch to exceed an angle that would result in Vy or Vx.
• Since the nose may cover the horizon, teach to look at a wing and set an angle to the horizon that will result in Vy or Vx. The pilot may confirm attitude with the Attitude Indicator. Student is to note the amount of forward elevator pressure required to maintain this safe attitude (not stalled). Student trims for the proper attitude.
• The aircraft is not to be stalled. Rather, students and pilots shall be taught to preclude the stall and understand the reason to practice this task.

  FAA definitons of full and impending stall

• From AFH page 5-12...
• Impending Stall—an impending stall occurs when the AOA causes a stall warning, but has not yet reached the critical AOA. Indications of an impending stall can include buffeting, stick shaker, or aural warning.
• Full Stall—a full stall occurs when the critical AOA is exceeded. Indications of a full stall are typically that an uncommanded nose down pitch cannot be readily arrested, and may be accompanied by an uncommanded rolling motion. For airplanes equipped with stick pushers, their activation is also an indicator of a full stall.

ACS standards for completion

Emergency procedure of the day

• Loss of elevator, aileron or rudder control

Conduct of the flight

• power off stalls with and without flaps, with and without turns
• power on stall
• elevator trim stall
• slow flight
• simulated engine failure at altitude
• steep turns
• no flap landings (Vref 65-75)
• engine failure in the landing pattern
• takeoffs and landings

updated: 6/25/2025