How to fly the maneuver

A power-on stall simulates a departure stall — the airplane is in takeoff or initial-climb configuration (clean or takeoff flaps, full power, climbing) and the pilot pitches up until the wing stalls. The maneuver builds recognition of stall cues at high pitch attitude with engine on, which is the configuration most likely to enter a stall on a real takeoff. It also trains the rudder discipline required to keep a high-power, high-AoA stall coordinated — the cross-control distinction from IV.G is most consequential here.

The pitch attitude at the stall is dramatic — nose well above the horizon. Power-on stalls feel more alarming than power-off because the airplane is climbing when it breaks. The recovery sequence is identical, but the recognition cues differ and the deck angle when broken is steep enough to disorient. Train the recognition explicitly.

Setup

1. Climb to maneuvering altitude — at least 1,500 ft AGL, ideally 3,000+ ft (the recovery deck angle is steeper than power-off, so margin matters).
2. Clear the area with two 90° clearing turns.
3. Pick a visual heading reference.

Configure for departure

1. Slow to the manufacturer-recommended power-on-stall entry airspeed (typically the rotation or initial-climb speed, around V_R + 5 KIAS).
2. Set the configuration — typically clean wing (flaps up) or takeoff flaps (10° or 20°) per POH. The standard says "takeoff or departure configuration" — verify the airplane's POH for the exact setup.
3. Trim for the entry airspeed.

Apply power and pitch up

1. Apply takeoff or departure power (full power, or reduced power per the manufacturer's recommendation to limit the entry pitch attitude — some POHs allow 65% power to keep the deck angle reasonable).
2. Pitch up smoothly to a pitch attitude noticeably higher than a normal climb — well above the horizon.
3. Hold the pitch attitude while applying continuous right rudder to counter P-factor and torque (active rudder is the difference between coordinated and uncoordinated entry).
4. The maneuver may be flown straight ahead or in up to 20° bank turning entry (VII.C.S2).
5. The airplane decelerates as you pitch up; AoA increases. Continue back pressure until the stall.

Recognize the first indication

VII.C.S3 requires recognition and announcement of the first indication. Cues at power-on:

• Stall warning horn — earliest and most reliable.
• Aerodynamic buffet — typically heavier than power-off because the airplane is climbing and the prop wash is interacting with the elevator.
• Rudder loading up — heavy rudder pressure as P-factor intensifies near the stall.
• Pitch attitude increasing on its own — the airplane wants to keep pitching up at high alpha.
• Nose break — abrupt nose-down departure.

Annunciate aloud: "Stall warning" or "Stall."

Recover

The recovery is identical to power-off (B):

1. Reduce angle of attack first — release back pressure, possibly forward elevator pressure. Pitch attitude drops to at least level, possibly slightly nose-down.
2. Maintain or apply full power (power-on entry should already be at full or near-full; if reduced for entry, push to full).
3. Level the wings with coordinated aileron and rudder.
4. Active right rudder continues through the recovery — left-turning tendencies are at maximum during the recovery climb-out.
5. Recover to climb at V_Y while minimizing altitude loss.

Common pitfall: wing drop from uncoordinated entry. A power-on stall with the ball not centered drops a wing aggressively. Left rudder applied with right bank, or right rudder applied with left bank — either is the cross-control trap that leads to a spin if continued (cross-ref VII.D for the spin pedagogy and IV.G for the slip-vs-skid distinction). Active coordinated rudder throughout entry is the fix; if a wing drops at the stall, AoA reduction comes before any aileron input.