Ex. 12 - Stalls

Flight beyond the critical angle of attack; i.e., the angle of attack beyond which increasing the angle of attack will decrease, not increase, lift

Flight below the critical airspeed; i.e., the airspeed given in the POH below which the wing will no longer produce lift

A condition in which the plane's engine has stopped because the propeller blades exceeded the critical angle of attack

A sudden nose drop and a rapid descent at high airspeed, caused by excessive nose-up attitude of the airplane

It is a tapering of the wing towards the trailing edge to ensure smooth airflow

It is a built-in increase in the angle of incidence as you go towards the wingtips to ensure they stall first while the rest of the wing is still flying normally

It is the a shallow bowl-shaped dip at the top of each wing, to "trap" turbulent air and delay a stall

It is the difference in the angle of incidence between the wing root and the wing tip, used to increase aileron effectiveness in stalls

A power-on stall will be "gentler" than a power-off stall, but it is dangerous because the engine noise may make it difficult to hear the stall horn

A power-on stall will occur at a higher airspeed than a power-off stall, but will be less dramatic and easier to recover from

A power-on stall will occur at a lower airspeed than a power-off stall, but will be more "aggressive" and is more likely to result in a wing drop

Power has no noticeable difference on stall characteristics

Apply left rudder

Turn yoke to the left

Pull the yoke all the way back to increase control effectiveness

Engine roughness due to overheating because of insufficient cooling at high angles of attack

Aileron flutter

Turbulent airflow over the wings due to an increase in the angle of attack

Elevator oscillations due to insufficient air flow

True

False

As far down as it can go, to build up the airspeed faster

Well below the horizon, to build up the airspeed faster

Just sufficiently to unstall the wing (typically close to cruise attitude)

Barely a degree or two

Immediately pull nose up

Add power (and turn carb heat off, if your plane has it!)

Lower flaps

Maintain best glide speed

Forward centre of gravity

Aft centre of gravity

Higher weight

Lower weight

Steep bank angles

Power

Flaps

In steep turns, because the plane will stall at much higher airspeed than normal

In severe icing conditions, because the plane will stall at a much higher angle of attack than normal

In any stalling situation which occurs above published stall speeds (turns, high-G manoeuvres etc.)

A properly functioning stall warning horn will always sound just before a stall since it detects the increase in airflow turbulence over the wing which occurs before every stall