CE-208 SERIES STALL TRAINING REQUIREMENT

CE-208 Series
sTALL tRAINING AND pROFILES
CLIENT gUIDE

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 CE-208 SERIES STALL TRAINING REQUIREMENT

sTALL training AND pROFILES

CLIENT gUIDE
CONTENTS
Page
APPROACH TO STALL TRAINING REQUIREMENTS ..................................................S-1
Stall Recovery Profiles.............................................................................................S-2
STALL RECOVERY RATIONALE.........................................................................................S-5
SIMULATOR TRAINING GUIDANCE...............................................................................S-6

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 CE-208 SERIES STALL TRAINING REQUIREMENT
APPROACH TO STALL TRAINING REQUIREMENTS
Approach to stalls shall be done with and
without the autopilot, in both VMC and
actual or simulated IMC conditions, with and
without a bank, and in realistic scenarios at
different altitudes. When possible, it should be
accomplished so that the client is surprised by
the stall. Only the client’s ability to recognize
and properly recover from an impending stall
should be evaluated.
It should be noted that smooth aircraft
control on the entry should be maintained as
an evaluation of the client’s general aircraft
handling.
It should also be noted that stall training should
be conducted in a variety of different aircraft
configurations and under a number of different
flight scenarios.
Stall recovery procedures are based on aircraft
configuration; the recovery profiles in this
training package include:
1. Enroute (Clean) Configuration Stall
2. Takeoff Configuration Stall
3. Landing Configuration Stall
In order to best prepare pilots for inadvertent stall
events during normal operations, the training of
these configuration stalls should be conducted as
maneuvers training and scenario based training.
Revision 0.0 FOR TRAINING PURPOSES ONLY
Training Scenarios
1. Enroute (Clean) Configuration Stall
A. High Altitude
•• Conducted within 5000 ft of the
operations ceiling for the aircraft
B. Manual Flight Conditions
•• Autopilot disengaged
C. Automated Flight Conditions
•• Autopilot engaged
2. Takeoff Configuration Stall
A. If there are multiple take off flap settings
for the aircraft, stalls training should
include different flap settings
B. Aircraft bank
•• 15 to 30 degrees of bank
3. Landing Configuration Stall
A. Aircraft descent
Demonstration Scenarios
1. AOA Reduction Recovery Demonstration
A. Demonstration of stall recovery using AOA
reduction only, without use of power.
Checking / Testing
Requirements
As outlined in the PTS and/or FSB Report
1. Enroute (Clean) Configuration Stall
2. Takeoff Configuration Stall
3. Landing Configuration Stall
S-1
 CE-208 SERIES STALL TRAINING REQUIREMENT

Stall Recovery Profiles

TRAINING SET UP FOR MANEUVER APPROACH AND RECOVERY COMPLETION OF MANEUVER

1. LEVEL FLIGHT STALL WARNING, AERODYNAMIC 1. RETURN TO REFERENCE HEADING,

2. WING FLAPS - 0° BUFFET, AND/OR ROLL-OFF, WHICHEVER ALTITUDE, AND AIRSPEED
3. TORQUE – 600 OCCURS FIRST 2. CRUISE CHECKLIST - COMPLETE
4. MAINTAIN ALTITUDE
5. TRIM - AS REQUIRED 1. PITCH – REDUCE
2. TORQUE – ADD MAXIMUM FOR
ALTITUDE
3. PITCH – RAISE TO CLIMB ATTITUDE
4. AIRSPEED - CRUISE

AT
STALL INDICATION

Figure S-1.  Approach to Stall - Enroute Configuration

Training execution:

1. The instructor sets up the stall scenario.

2. The entry altitude should be consistent with the expected operational environment for the stall
configuration.
3. For training and evaluation, the maneuvers may be accomplished with the autopilot on or off
as directed by the instructor.
4. The standard is based on the demonstration of smooth, positive control during entry, approach
to stall, and recovery.

The aim of these stall profiles is to familiarize the pilot with the stall characteristics and to train recognition
and recovery procedures in accordance with the atp Practical Test Standards in flight simulator training
only. These stall profiles are not intended for maintenance test flights or aircraft training.

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 CE-208 SERIES STALL TRAINING REQUIREMENT

TRAINING SET UP FOR MANEUVER APPROACH AND RECOVERY COMPLETION OF MANEUVER

1. LEVEL FLIGHT STALL WARNING, AERODYNAMIC 1. RETURN TO REFERENCE HEADING,

2. WING FLAPS – 20° (EX 10°)
3. TORQUE – TAKEOFF POWER OR
MAXIMUM ALLOWABLE FOR ALTITUDE
4. PITCH – INCREASE TO 15°-20°
5. TRIM – AS REQUIRED
6. BANK – 15°-30°
BUFFET, AND/OR ROLL-OFF, WHICHEVER ALTITUDE, AND AIRSPEED
OCCURS FIRST 2. CRUISE CHECKLIST - COMPLETE
1. PITCH – REDUCE
2. ROLL – WINGS LEVEL
3. WING FLAPS – RETRACT AT
APPROPRIATE AIRSPEED

AT
STALL INDICATION

Figure S-2.  Approach to Stall - Takeoff Configuration

Training execution:

1. The instructor sets up the stall scenario.

2. The entry altitude should be consistent with the expected operational environment for the stall
configuration.
3. For training and evaluation, the maneuvers may be accomplished with the autopilot on or off
as directed by the instructor.
4. The standard is based on the demonstration of smooth, positive control during entry, approach
to stall, and recovery.

The aim of these stall profiles is to familiarize the pilot with the stall characteristics and to train recognition
and recovery procedures in accordance with the atp Practical test standards in flight simulator training
only. These stall profiles are not intended for maintenance test flights or aircraft training.

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 CE-208 SERIES STALL TRAINING REQUIREMENT

TRAINING SET UP FOR MANEUVER APPROACH AND RECOVERY COMPLETION OF MANEUVER

1. LEVEL FLIGHT STALL WARNING, AERODYNAMIC 1. RETURN TO REFERENCE HEADING,

2. WING FLAPS – FULL
3. TORQUE – 400
4. MAINTAIN ALTITUDE
5. TRIM – AS REQUIRED
6. BANK – 15°-30°
BUFFET, AND/OR ROLL-OFF, WHICHEVER ALTITUDE, AND AIRSPEED
OCCURS FIRST 2. CRUISE CHECKLIST - COMPLETE
1. PITCH – REDUCE
2. ROLL – WINGS LEVEL
3. TORQUE – ADD MAXIMUM FOR
ALTITUDE
4. PITCH – ROTATE NOSE TO CLIMB
ATTITUDE
5. WING FLAPS – RETRACT AT
APPROPRIATE AIRSPEED

AT
STALL INDICATION

Figure S-3.  Approach to Stall - Landing Configuration

Training execution:

1. The instructor sets up the stall scenario.

2. The entry altitude should be consistent with the expected operational environment for the stall
configuration.
3. For training and evaluation, the maneuvers may be accomplished with the autopilot on or off
as directed by the instructor.
4. The standard is based on the demonstration of smooth, positive control during entry, approach
to stall, and recovery.

The aim of these stall profiles is to familiarize the pilot with the stall characteristics and to train recognition
and recovery procedures in accordance with the atp practical test standards in flight simulator training
only. These stall profiles are not intended for maintenance test flights or aircraft training.

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 CE-208 SERIES STALL TRAINING REQUIREMENT

STALL RECOVERY RATIONALE

Autopilot................................................................................................................................Disconnect

Rationale
While maintaining the attitude of the airplane, disconnect the autopilot. Ensure the pitch
attitude does not increase when disconnecting the autopilot. This may be very important
in out-of-trim situations. Manual control is essential to recovery in all situations. Leaving
the autopilot connected may result in inadvertent changes or adjustments that may not
be easily recognized or appropriate, especially during high workload situations.

Nose down pitch control...................................................... Apply until stall warning is eliminated

Nose down pitch trim............................................................................................................ As Needed

Rationale
Reducing the angle of attack is crucial for recovery. This will also address autopilot-
induced excessive nose up trim.

If the control column does not provide sufficient response, pitch trim may be necessary.
However, excessive use of pitch trim may aggravate the condition, or may result in loss
of control or high structural loads.

Bank...................................................................................................................................... Wings Level

Rationale
This orients the lift vector for recovery.

Power........................................................................................................................................ As Needed

Rationale
During a stall recovery, maximum power is not always needed. A stall can occur at high
power or at idle power. Therefore, the power is to be adjusted accordingly during the
recovery. For airplanes with engines mounted above the wings, thrust application creates a
helpful pitch-down tendency. For propeller-driven airplanes, power application increases
the airflow around the wing, assisting in stall recovery.

Return to the desired flightpath.

Rationale
Apply gentle action for recovery to avoid secondary stalls then return to desired flightpath.

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 CE-208 SERIES STALL TRAINING REQUIREMENT

SIMULATOR TRAINING GUIDANCE

initial training course recurrent training

For the CE-208 Series Pilot Initial Training
course
Course, the scenarios will be incorporated into
For the CE-208 Series Pilot Recurrent Training
the simulator lesson plans as follows:
Course, the scenarios will be incorporated into
the simulator lesson plans as follows:
Simulator Session # 1
1. Stall Prevention Briefing
Simulator Session # 1
2. AOA Reduction Recovery Demonstration 1. AOA Reduction Recovery Demonstration
3. Enroute (Clean) Configuration Stall 2. Enroute (Clean) Configuration Stall
A. Manual Flight Conditions A. Manual Flight Conditions
B. IMC Conditions 3. Takeoff Configuration Stall
C. Low Altitude (Approx 5000’AGL) 4. Landing Configuration Stall
4. Takeoff Configuration Stall
Simulator Session # 2
5. Landing Configuration Stall
1. Enroute (Clean) Configuration Stall
Simulator Session # 2 A. High Altitude
1. Enroute (Clean) Configuration Stall B. Automated Flight Conditions
A. High Altitude
B. Automated Flight Conditions
C. VMC Conditions
2. Stall with System Malfunction
A. Stall system related malfunction
B. Stall with reduced pilot warning

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