Power-Off Stall (Approach-to-Landing Stall)
A power-off stall simulates the stall that can occur in the approach/landing configuration — power reduced, flaps and gear down, descending. You recognize the aerodynamic stall (buffet, mushy controls, stall warning) and recover promptly with minimum altitude loss.
Step by step
- 1Clear the area and slow to the approach speed in the landing configuration (gear/flaps as specified, power reduced).
- 2Establish a stabilized descent like a normal approach, then smoothly raise the nose to a pitch attitude that induces a stall.
- 3Maintain heading (or a specified bank for a turning stall) with coordinated rudder as the airplane decelerates.
- 4At the first indication of the impending stall (buffet/horn) — or the full aerodynamic stall, as specified — initiate recovery.
- 5Recover: reduce the angle of attack first (lower the nose to break the stall), then add full power.
- 6Level the wings with coordinated aileron and rudder while retracting flaps in stages per the POH.
- 7Return to a climb at Vx/Vy with minimum altitude loss.
Tips & common errors
- Reduce angle of attack FIRST — power alone will not break a stall. Lower the nose, then add power.
- Keep it coordinated; uncoordinated recovery risks a wing drop or spin entry.
- Common error: using too much back-pressure during recovery (secondary stall) or recovering with rudder/aileron instead of reducing AOA.
- Minimize altitude loss but never trade coordination/AOA control for it.
ACS completion standards
The commonly-tested tolerances for this maneuver. Always confirm the current ACS for your certificate.
- Establish the approach/landing configuration and a stabilized descent before the stall.
- Recognize and recover promptly at the first indication (or full stall, as specified) by reducing AOA and applying power.
- Maintain heading ±10° (wings level) or the specified bank ±10° (turning); avoid a secondary stall; recover with minimum altitude loss.
FAA source
FAA-S-ACS-6 (Private) / FAA-S-ACS-7 (Commercial), Task: Power-Off Stalls; Airplane Flying Handbook FAA-H-8083-3, Chapter 4.
This is an original, plain-English study summary grounded in the public-domain FAA Airman Certification Standards and FAA handbooks cited above. It is a study aid, not flight instruction, and not a substitute for the official ACS, the handbooks, your aircraft’s POH/AFM, or a certificated flight instructor.
Related maneuvers
- Maneuvering During Slow FlightSlow flight is sustained flight at a low airspeed just above the stall warning, where the airplane is on the back side of the power curve and controls feel mushy. You learn to control altitude, heading, and airspeed precisely with coordinated use of pitch, power, and trim. Per the current ACS, slow flight is flown at a speed above the one that would activate the stall warning.
- Power-On Stall (Departure Stall)A power-on stall simulates the stall that can happen on takeoff or initial climb — takeoff power, takeoff/departure configuration, nose high. Torque and P-factor make the airplane want to roll/yaw left, so coordinated rudder is essential to a clean recovery.
- Accelerated (Maneuvering) StallAn accelerated stall demonstrates that an airplane can stall at a higher-than-normal airspeed whenever the load factor is increased — for example in a steep, level turn. The increased G raises the stall speed, so the wing reaches its critical angle of attack while the airspeed is still well above the 1G stall speed.
- Cross-Control Stall (Demonstration)A CFI demonstration stall that shows the danger of a skidding (cross-controlled) turn from base to final. With crossed controls — aileron one way, opposite rudder — the airplane can snap into an incipient spin at the stall, with little warning, at a low altitude where there is no room to recover. The point is to recognize and avoid it.
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