Secondary Stalls

IX.
Secondary
Stalls_____________________________________________________________
References:
1. AC 60-14 (Aviation Instructor’s Handbook)
2. FAA-H-8083-3 (Airplane Flying Handbook)
3. FAA-S-8081-1 (Private Pilots Practical Test Standards)
4. FAA-S-8081-2 (Commercial Pilots Practical Test Standards)
5. POH (Pilots Operating Handbook)
Objective To develop the CFI student’s understanding of Secondary Stalls.
Elements 1. Aerodynamics of secondary stalls.

2. Flight situations where a secondary stall may occur.
3. Hazards of secondary stalls during normal stall or spin recovery.
4. Entry technique and minimum entry altitude.
5. Recognition of a secondary stall.
6. Recovery technique and minimum recovery altitude.
Schedule 1. Discuss Objectives 03

2. Review Material 02
3. Development 20
4. Conclusion 05
Equipment 1. White Board / Markers

2. Airplane Flying Handbook
3. Private/Commercial PTS
4. POH
IP’s Actions 1. Discuss lesson objectives

2. Present Lecture
3. Ask and Answer Questions
SP’s Actions 1. Participate in discussion

2. Take notes
3. Ask and respond to questions
Completion This lesson will be complete when the CFI student has understanding of Secondary
Standards Stalls.
IX.E. Secondary Stalls

Page 1 of 3
Instructor’s Notes: Secondary Stalls________________________________________________
INTRODUCTION:
WHAT? – The secondary stall may occur after a recovery from a preceding primary stall. It is caused by
attempting to hasten the completion of a stall recovery before the airplane has regained sufficient flying speed.
WHY? – The objective of this demonstration maneuver is to show what can happen when the pilot becomes too
anxious to return to straight and level flight after a stall or spin recovery
OVERVIEW - This lesson will cover the basic elements pertaining to Secondary Stalls, including:
1. Aerodynamics of secondary stalls.
DEVELOPMENT:
HOW?
1.) AERODYNAMICS OF A STALL
A.) A stall is a loss of lift and an increase in drag occurring when an aircraft is flown at an angle of attack
greater than the angle for maximum lift - - exceeding the critical angle of attack.
B.) Critical angle of attack - When the angle of attack is increased to approximately 18 to 20 degrees, the air-
stream can no longer follow the upper curvature of the wing because of an excessive change in direction.
C.) A STALL CAN OCCURE AT ANY AIRSPEED, ATTITUDE, AND POWER SETTING!
D.) Airflow begins to separate as it is forced to flow straight back and swirls as it attempts to follow the
upper wing surface.
1. This causes a sudden increase in pressure on the upper wing surface causing a considerable loss of
lift.
E.) Most wings are designed to stall at the wing root first, then out to the wing tips.
1. Because the wingtip has a lower angle of incidence that the wing root
F.) Recoveries from stalls and spins involve a tradeoff - a loss of altitude (and an increase in airspeed) Vs. an
increase in load factors in the pull-up.
1. If the airspeed is less that the stall speed, the airplane will enter a secondary stall.
2. In addition, the increased load factors increase the stall speed.
2.) FLIGHT SITUATIONS IN WHICH SECONDARY STALLS MAY OCCUR
A.) When a stall surprises the pilot causing him to hurry through the stall recovery.
3.) HAZARDS OF SECONDARY STALLS
A.) Significant load factor increases are sometimes induced during pull-up from a stall or stall
1. These can result in structural damage, especially if stall above maneuvering speed.
4.) SIMULATING THE MANEUVER
A.) Pre-maneuver check
B.) Clearing turn
C.) Entry altitude - recover above 1,500 AGL or manufacturer recommended.
D.) Induce Power-Off Stall.
E.) Initiate stall recovery without adding power
F.) Immediately pitch up to 10 degrees.
G.) Secondary stall should follow after first stall indication

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H.) RECOVER
1. Reduce angle of attack - allow wing to regain lift.
2. Apply full power
3. Stop any rotation with opposite rudder
4. Slowly pitch to Vy attitude
5. Retract flaps to half.
6. After positive rate of climb, retract gear.
7. Accelerating through Vx, retract remaining flaps.
8. Recover to cruise.
5.) RECOGNITION OF SECONDARY STALLS
A.) Indications include buffeting, loss of control effectiveness, full-up elevator, high sink rate, and nose-
down pitching.
COMMON ERRORS:
1. Failure to establish selected configuration prior to entry.
2. Improper or inadequate demonstration of the recognition of and recovery from
3. a secondary stall.
4. Failure to establish a condition that will cause a secondary stall to occur.
5. Failure to present simulated student instruction that adequately emphasizes the hazards of poor technique in
recovering from a primary stall.
CONCLUSION
OVERVIEW
Discuss Elements, to include:
1. Aerodynamics of secondary stalls.
PRIVATE PTS
As Stated
COMMERCIAL PTS
As Stated

Page 3 of 3

Secondary Stalls

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What are the aerodynamic causes of a stall?

What flight situations could lead to a secondary stall?

IX.

Objective To develop the CFI student’s understanding of Secondary Stalls.

Elements 1. Aerodynamics of secondary stalls.

Schedule 1. Discuss Objectives 03

Equipment 1. White Board / Markers

IP’s Actions 1. Discuss lesson objectives

SP’s Actions 1. Participate in discussion

IX.E. Secondary Stalls

IX.E. Secondary Stalls

IX.E. Secondary Stalls

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