I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 206
FOR SIMULATION USE ONLY – NOT A TRAINING AID
right rudder to maintain coordinated flight. With power at 100% engine torque, a
pitch attitude of 45° nose up is possible during entry to a wings-level stall.
NOTE
Activation of the stick shaker is the earliest warning for an inadvertent stall.
The stick shaker may mask natural aircraft buffet during stall approach and
recovery.
STALLS
A roll-off or wing-drop, together with increased buffet is the defining characteristic
of an upright, wings-level stall.
Weight (Pounds) Approximate Stall Speed (KIAS)
5500 80 (UP) / 74 (T.O) / 71 (LDG)
6000 83 (UP) / 77 (T.O) / 74 (LDG)
6500 86 (UP) / 79 (T.O) / 77 (LDG)
6900 89 (UP) / 82 (T.O) / 80 (LDG)
Idle power stall speeds are presented the table above. All flight controls remain
effective in the normal sense throughout the approach to stall and stall.
Expect a decrease in stall speed with power on.
With power off, lateral roll-off during a wings-level stall is typically to the right, and
occurs near full aft stick. During a wings-level, power-on stall, a left rolling
tendency is induced at stall by engine torque before reaching full aft stick.
NOTE
Above 60% torque, full right rudder and full right aileron may not prevent a
left roll-off at stall.
While landing gear position has little effect on stall characteristics, extending the
flaps aggravates the roll-off tendency at stall.
Speed brake extension or fuel imbalance (to 50 pounds) have negligible effect on
stall characteristics.
Inverted stalls have been performed with power off and power on in the cruise
configuration. Stalls at both power configurations are characterized by lighter
aileron forces, and a tendency for the nose to wander in yaw.
There is no G break, and there is little buffet or pitching motion as the stall is
approached; however, the airspeed indicator will suddenly decrease to zero during
the latter stages of the manoeuvre.
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