Others have covered the mistake in the instruction.
I suggest another thing. Visualize why each maneuver on the checkride is there and what it’s proving you understand.
A power on stall. How would we enter one of those inadvertently after we have earned the certificate?
Maybe our first time with a heavily loaded aircraft that needs what to climb? Excess horsepower and a higher angle of attack if slower, right? What happens at the critical angle of attack? Right. A stall.
So you’re just fooling along in your Super Skychicken with four passengers and you did your W&B like a good PIC should and with fuel, this airplane is as heavy as you’ve ever flown it.
You launch and notice your climb rate with the nose on your usual climb spot on the horizon isn’t very good. You push on the already firewalled throttle and mixture and thing “well that’s full, and the gauge agrees”.
Meanwhile you look at your chart and outside for some landmarks and you naturally pull the nose up a bit because that ground still “feels” a bit too close. Without thinking about it. The airspeed drops off. All of a sudden the stall horn activates.
This... is what you’re training these for. Instant reaction MUST be to lower the nose as aggressively as needed to regain airspeed and reduce angle of attack. Secondarily if the aircraft is in any sort of “dirty” configuration you weren’t expecting (you climbed out with the gear down, silly - no you won’t see that in the training environment or part of the way we teach these), suck that up. Flaps way down past normal climb flaps? Make sure the airspeed is high enough and get those up too. (Probably not going to see that mistake on anything other than a STOL aircraft where you departed with an incredible amount of flap and drag and you’re unlikely to not know you did it)... Finally, that ground is still kinda close, so let’s not lose much altitude doing this.
Juuuuuust enough nose down to regain the airspeed decisively and then pitch for a safe climb speed so as not to sink. Easy peasy.
I think it helps to visualize a few ways you might find yourself IN one of these vs the benign training environment where you’ve briefed it, made clearing turns, set up the climb, etc. In training it’s easy. You KNOW what’s coming. In real life you are SURPRISED by a stall warning at full power.
For future you as a big airplane PIC driver “fun”, think about this one. You upgraded to the jet and you’re climbing out straight up to the flight levels. And you have a fancy autopilot in this rig. And you set it to maintain a vertical speed during the climb. The AP keeps trying to maintain that VS as you get to the teens and twenties of the flight levels but the aircraft is slowing. Boom... stall warning, stick shaker. AP disconnect button, push the nose down, power up if not already at max. (Or whatever that particular airplane calls for.)
If you had remembered to switch the AP to IAS mode... Indicated Airspeed... for the climb after using the VS mode, today’s ride would have been a lot less “exciting” during the climb out.
Fun stuff. Always visualize scenarios. Wonder why these tested items in the ACS were chosen. They’re all there for a reason... think about why. Helps a whole lot to explain why the entry and recovery are done a certain way.
Have fun, enjoy the checkride! First of many perhaps and the first earned certificate for the new aviator. Fun stuff!
