Common errors

Power-off stall errors split into three families: recognition failures (not catching the cues), recovery sequence errors (wrong order or wrong technique), and coordination errors (uncoordinated stalls that drop a wing). The seven below cover the common faults.

1. Pulling through the stall

What it looks like: the pilot feels the buffet, hears the stall warning, and continues to pull back. The airplane stalls more deeply; the nose drops; the pilot pulls more.

Why: the misframing — "if I'm slow and sinking, I should pitch up." The same instinct that causes a stall in real life causes one here.

Fix: the modern recovery is reduce AoA first. Forward elevator pressure (or relax back pressure) before any other input. Trust that the airplane will fly again as soon as AoA is below critical.

2. Slow to add power

What it looks like: the pilot reduces AoA correctly but doesn't add power until 2–3 seconds later. The airplane recovers but loses 300–500 ft of altitude.

Why: the AoA reduction is the cognitive focus; power becomes an afterthought.

Fix: the recovery is a chord, not a sequence. AoA reduction and power application happen together — pitch forward, throttle forward, simultaneously. The verbal cue: "Pitch and power, together."

3. Power application but no AoA reduction

What it looks like: the pilot pushes the throttle forward but holds the elevator back. The airplane increases pitch couple, climbs into a deeper stall, and breaks more aggressively.

Why: power-first habit from older training, or attempt to "fly out of the stall" with power alone.

Fix: AoA first. The wing has to be re-flying before power can do useful work. Practicing the AoA-first recovery enough that the muscle memory replaces older habits.

4. Failure to recognize the first indication

What it looks like: the pilot doesn't announce the stall warning or buffet. The DPE may prompt: "What are you feeling?" or "What's the airplane telling you?"

Why: task saturation, or the pilot is focused on holding the configuration and forgets to scan for cues.

Fix: verbalize cues out loud during slow flight (A) — "stall warning is silent... buffet is starting... break is coming." Build the habit at low risk so it's present at the stall.

5. Wing drop during uncoordinated stall

What it looks like: during a turning stall (or even a wings-level stall with the ball not centered), one wing drops sharply at the break — typically 30–60° of bank.

Why: uncoordinated flight at the stall. One wing's AoA exceeded critical before the other; lift dropped asymmetrically; the airplane rolls toward the stalled wing.

Fix: keep the ball centered through the entry. If you're uncoordinated at the stall and a wing drops, the recovery is the same — AoA reduction first, then level wings with coordinated rudder + aileron (not aileron alone, which can deepen the spin if continued — cross-ref VII.D).

6. Excessive altitude loss during recovery

What it looks like: the airplane drops 400–800 ft during recovery — substantially more than typical for the airplane.

Why: delay in recovery initiation (#1 or #4), or pulling back too aggressively after the AoA reduction (which re-stalls and re-recovers).

Fix: smooth, decisive recovery. AoA reduction is a deliberate input — not a pull, not a slap. Once below critical AoA, smooth pull-up to level (with power assisting) for a controlled climb.

7. Re-stalling the airplane on pull-up

What it looks like: after the initial recovery, the airplane stalls again as the pilot pulls back to climb. Stall warning re-activates briefly.

Why: the pilot is trying to limit altitude loss by pulling up aggressively after AoA reduction. The airspeed hasn't recovered yet, so AoA crosses critical again.

Fix: wait for airspeed before pull-up. Smoothly pitch toward level flight or a shallow climb attitude as the airplane accelerates. Don't pull aggressively at low airspeed.

How errors compound. Recognition failure (#4) delays AoA reduction (#1, #2), increasing altitude loss (#6) and increasing the temptation to pull back hard (#7), which re-stalls (#7) or causes a wing drop (#5). The whole chain has one root cause: the recovery hasn't been internalized as muscle memory. The discipline that prevents the chain: rehearse the AoA-first recovery enough that it's automatic before the stall warning is heard.