Airplane Flying Handbook
viiiFuel Heaters............................................15-3
Setting Power..........................................15-4
Thrust to Thrust Lever Relationship ......15-4
Variation of Thrust with RPM................15-4
Slow Acceleration of the Jet Engine ......15-4
Jet Engine Efficiency...................................15-5
Absence of Propeller Effect ........................15-5
Absence of Propeller Slipstream .................15-5
Absence of Propeller Drag ..........................15-6
Speed Margins .............................................15-6
Recovery from Overspeed Conditions ........15-8
Mach Buffet Boundaries..............................15-8
Low Speed Flight ......................................15-10
Stalls ..........................................................15-10
Drag Devices .............................................15-13
Thrust Reversers........................................15-14
Pilot Sensations in Jet Flying ....................15-15
Jet Airplane Takeoff and Climb.................15-16
V-Speeds ...............................................15-16
Pre-Takeoff Procedures ........................15-16
Takeoff Roll..........................................15-17
Rotation and Lift-Off............................15-18
Initial Climb..........................................15-18
Jet Airplane Approach and Landing..........15-19
Landing Requirements..........................15-19
Landing Speeds ....................................15-19
Significant Differences .........................15-20
The Stabilized Approach ......................15-21
Approach Speed....................................15-21
Glidepath Control .................................15-22
The Flare...............................................15-22
Touchdown and Rollout .......................15-24
Chapter 16—Emergency Procedures
Emergency Situations ..................................16-1
Emergency Landings ...................................16-1
Types of Emergency Landings ...............16-1
Psychological Hazards............................16-1
Basic Safety Concepts .................................16-2
General....................................................16-2
Attitude and Sink Rate Control ..............16-3
Terrain Selection.....................................16-3
Airplane Configuration...........................16-3
Approach ................................................16-4
Terrain Types ...............................................16-4
Confined Areas .......................................16-4
Trees (Forest)..........................................16-4
Water (Ditching) and Snow....................16-4
Engine Failure After Takeoff
(Single-Engine)...........................................16-5
Emergency Descents ...................................16-6
In-Flight Fire ...............................................16-7
Engine Fire .............................................16-7
Electrical Fires........................................16-7
Cabin Fire ...............................................16-8
Flight Control Malfunction / Failure...........16-8
Total Flap Failure ...................................16-8
Asymmetric (Split) Flap.........................16-8
Loss of Elevator Control ........................16-9
Landing Gear Malfunction ..........................16-9
Systems Malfunctions ...............................16-10
Electrical System ..................................16-10
Pitot-Static System ...............................16-11
Abnormal Engine
Instrument Indications ..............................16-11
Door Opening In Flight .............................16-12
Inadvertent VFR Flight Into IMC .............16-12
General..................................................16-12
Recognition...........................................16-14
Maintaining Airplane Control ..............16-14
Attitude Control....................................16-14
Turns .....................................................16-15
Climbs...................................................16-15
Descents................................................16-16
Combined Maneuvers...........................16-16
Transition to Visual Flight....................16-16
Glossary .......................................................G-1
Index ..............................................................I-1
Front Matter.qxd 5/7/04 10:45 AM Page viii PURPOSE OF FLIGHT TRAINING
The overall purpose of primary and intermediate flight
training, as outlined in this handbook, is the acquisition
and honing of basic airmanship skills. Airmanship
can be defined as:
• Asound acquaintance with the principles of
flight,
• The ability to operate an airplane with competence
and precision both on the ground and in the
air, and
• The exercise of sound judgment that results in
optimal operational safety and efficiency.
Learning to fly an airplane has often been likened to
learning to drive an automobile. This analogy is
misleading. Since an airplane operates in a different
environment, three dimensional, it requires a type of
motor skill development that is more sensitive to this
situation such as:
• Coordination—The ability to use the hands and
feet together subconsciously and in the proper
relationship to produce desired results in the airplane.
• Timing—The application of muscular coordination
at the proper instant to make flight, and all
maneuvers incident thereto, a constant smooth
process.
• Control touch—The ability to sense the action
of the airplane and its probable actions in the
immediate future, with regard to attitude and
speed variations, by the sensing and evaluation of
varying pressures and resistance of the control
surfaces transmitted through the cockpit flight
controls.
• Speed sense—The ability to sense instantly and
react to any reasonable variation of airspeed.
An airman becomes one with the airplane rather than
a machine operator. An accomplished airman
demonstrates the ability to assess a situation quickly
and accurately and deduce the correct procedure to
be followed under the circumstance; to analyze
accurately the probable results of a given set of circumstances
or of a proposed procedure; to exercise
care and due regard for safety; to gauge accurately
the performance of the airplane; and to recognize
personal limitations and limitations of the airplane
and avoid approaching the critical points of each.
The development of airmanship skills requires effort
and dedication on the part of both the student pilot
and the flight instructor, beginning with the very first
training flight where proper habit formation begins
with the student being introduced to good operating
practices.
Every airplane has its own particular flight characteristics.
The purpose of primary and intermediate flight
training, however, is not to learn how to fly a particular
make and model airplane. The underlying purpose of
flight training is to develop skills and safe habits that
are transferable to any airplane. Basic airmanship skills
serve as a firm foundation for this. The pilot who has
acquired necessary airmanship skills during training,
and demonstrates these skills by flying training-type
airplanes with precision and safe flying habits, will be
able to easily transition to more complex and higher
performance airplanes. It should also be remembered
that the goal of flight training is a safe and competent
pilot, and that passing required practical tests for pilot
certification is only incidental to this goal.
ROLE OF THE FAA
The Federal Aviation Administration (FAA) is empowered
by the U.S. Congress to promote aviation safety
by prescribing safety standards for civil aviation. This
is accomplished through the Code of Federal
Regulations (CFRs) formerly referred to as Federal
Aviation Regulations (FARs).
Title 14 of the Code of Federal Regulations (14 CFR)
part 61 pertains to the certification of pilots, flight
instructors, and ground instructors. 14 CFR part 61 prescribes
the eligibility, aeronautical knowledge, flight
proficiency, and training and testing requirements for
each type of pilot certificate issued.
14 CFR part 67 prescribes the medical standards and
certification procedures for issuing medical certificates
for airmen and for remaining eligible for a medical
certificate.
14 CFR part 91 contains general operating and flight
rules. The section is broad in scope and provides
general guidance in the areas of general flight rules,
visual flight rules (VFR), instrument flight rules
(IFR), aircraft maintenance, and preventive maintenance
and alterations.
1-1
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1-2
Within the FAA, the Flight Standards Service sets the
aviation standards for airmen and aircraft operations in
the United States and for American airmen and aircraft
around the world. The FAAFlight Standards Service is
headquartered in Washington, D.C., and is broadly
organized into divisions based on work function (Air
Transportation, Aircraft Maintenance, Technical
Programs, a Regulatory Support Division based in
Oklahoma City, OK, and a General Aviation and
Commercial Division). Regional Flight Standards division
managers, one at each of the FAA’s nine regional
offices, coordinate Flight Standards activities within
their respective regions.
The interface between the FAA Flight Standards
Service and the aviation community/general public
is the local Flight Standards District Office (FSDO).
The approximately 90 FSDOs are
strategically located across the United States, each
office having jurisdiction over a specific geographic
area. The individual FSDO is responsible for all air
activity occurring within its geographic boundaries.
In addition to accident investigation and the
enforcement of aviation regulations, the individual
FSDO is responsible for the certification and surveillance
of air carriers, air operators, flight
schools/training centers, and airmen including pilots
and flight instructors.
Each FSDO is staffed by aviation safety inspectors
whose specialties include operations, maintenance,
and avionics. General aviation operations inspectors
are highly qualified and experienced aviators.
Once accepted for the position, an inspector must
satisfactorily complete a course of indoctrination
training conducted at the FAA Academy, which
includes airman evaluation and pilot testing techniques
and procedures. Thereafter, the inspector must
complete recurrent training on a regular basis. Among
other duties, the FSDO inspector is responsible for
administering FAA practical tests for pilot and flight
instructor certificates and associated ratings. All questions
concerning pilot certification (and/or requests for
other aviation information or services) should be directed
to the FSDO having jurisdiction in the particular geographic
area. FSDO telephone numbers are listed in the
blue pages of the telephone directory under United States
Government offices, Department of Transportation,
Federal Aviation Administration.
ROLE OF THE PILOT EXAMINER
Pilot and flight instructor certificates are issued by
the FAA upon satisfactory completion of required
knowledge and practical tests. The administration
of these tests is an FAA responsibility normally
carried out at the FSDO level by FSDO inspectors.
The FAA, however, being a U.S. government
agency, has limited resources and must prioritize
its responsibilities. The agency’s highest priority
is the surveillance of certificated air carriers, with
the certification of airmen (including pilots and
flight instructors) having a lower priority.
In order to satisfy the public need for pilot testing and
certification services, the FAAdelegates certain of these
responsibilities, as the need arises, to private individuals
who are not FAA employees. A designated pilot
examiner (DPE) is a private citizen who is designated
as a representative of the FAAAdministrator to perform
specific (but limited) pilot certification tasks on behalf
of the FAA, and may charge a reasonable fee for doing
so. Generally, a DPE’s authority is limited to accepting
applications and conducting practical tests leading to
the issuance of specific pilot certificates and/or ratings.
A DPE operates under the direct supervision of the
FSDO that holds the examiner’s designation file. A
FSDO inspector is assigned to monitor the DPE’s certification
activities. Normally, the DPE is authorized to
conduct these activities only within the designating
FSDO’s jurisdictional area.
The FAA selects only highly qualified individuals to
be designated pilot examiners. These individuals must
have good industry reputations for professionalism,
high integrity, a demonstrated willingness to serve the
public, and adhere to FAA policies and procedures in
certification matters. A designated pilot examiner is
expected to administer practical tests with the same
degree of professionalism, using the same methods,
procedures, and standards as an FAA aviation safety
inspector. It should be remembered, however, that a
DPE is not an FAA aviation safety inspector. A DPE
cannot initiate enforcement action, investigate accidents,
or perform surveillance activities on behalf of
the FAA. However, the majority of FAApractical tests
at the recreational, private, and commercial pilot level
Figure 1-1. FAA FSDO. are administered by FAA designated pilot examiners.
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ROLE OF THE FLIGHT INSTRUCTOR
The flight instructor is the cornerstone of aviation
safety. The FAA has adopted an operational training
concept that places the full responsibility for student
training on the authorized flight instructor. In this role,
the instructor assumes the total responsibility for training
the student pilot in all the knowledge areas and
skills necessary to operate safely and competently as a
certificated pilot in the National Airspace System. This
training will include airmanship skills, pilot judgment
and decision making, and accepted good operating
practices.
An FAA certificated flight instructor has to meet
broad flying experience requirements, pass rigid
knowledge and practical tests, and demonstrate the
ability to apply recommended teaching techniques
before being certificated. In addition, the flight
instructor’s certificate must be renewed every 24
months by showing continued success in training
pilots, or by satisfactorily completing a flight instructor’s
refresher course or a practical test designed to
upgrade aeronautical knowledge, pilot proficiency,
and teaching techniques.
A pilot training program is dependent on the quality of
the ground and flight instruction the student pilot
receives. A good flight instructor will have a thorough
understanding of the learning process, knowledge of
the fundamentals of teaching, and the ability to communicate
effectively with the student pilot.
A good flight instructor will use a syllabus and insist
on correct techniques and procedures from the
beginning of training so that the student will develop
proper habit patterns. The syllabus should embody
the “building block” method of instruction, in which
the student progresses from the known to the
unknown. The course of instruction should be laid
out so that each new maneuver embodies the principles
involved in the performance of those previously
undertaken. Consequently, through each new subject
introduced, the student not only learns a new principle
or technique, but broadens his/her application of
those previously learned and has his/her deficiencies
in the previous maneuvers emphasized and made
obvious.
The flying habits of the flight instructor, both during
flight instruction and as observed by students when
conducting other pilot operations, have a vital effect
on safety. Students consider their flight instructor to be
a paragon of flying proficiency whose flying habits
they, consciously or unconsciously, attempt to imitate.
For this reason, a good flight instructor will meticulously
observe the safety practices taught the students.
Additionally, a good flight instructor will carefully
observe all regulations and recognized safety practices
during all flight operations.
Generally, the student pilot who enrolls in a pilot training
program is prepared to commit considerable time,
effort, and expense in pursuit of a pilot certificate. The
student may tend to judge the effectiveness of the flight
instructor, and the overall success of the pilot training
program, solely in terms of being able to pass the
requisite FAA practical test. A good flight instructor,
however, will be able to communicate to the student
that evaluation through practical tests is a mere sampling
of pilot ability that is compressed into a short
period of time. The flight instructor’s role, however, is
to train the “total” pilot.
SOURCES OF FLIGHT TRAINING
The major sources of flight training in the United States
include FAA-approved pilot schools and training centers,
non-certificated (14 CFR part 61) flying schools,
and independent flight instructors. FAA “approved”
schools are those flight schools certificated by the FAA
as pilot schools under 14 CFR part 141.
Application for certification is voluntary, and the school
must meet stringent requirements for personnel, equipment,
maintenance, and facilities. The school must
operate in accordance with an established curriculum,
which includes a training course outline (TCO)
Figure 1-2. FAA-approved pilot school certificate.
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approved by the FAA. The TCO must contain student
enrollment prerequisites, detailed description of each
lesson including standards and objectives, expected
accomplishments and standards for each stage of training,
and a description of the checks and tests used to
measure a student’s accomplishments. FAA-approved
pilot school certificates must be renewed every 2 years.
Renewal is contingent upon proof of continued high
quality instruction and a minimum level of instructional
activity. Training at an FAA certificated pilot school is
structured. Because of this structured environment, the
CFRs allow graduates of these pilot schools to meet the
certification experience requirements of 14 CFR part
61 with less flight time. Many FAA certificated pilot
schools have designated pilot examiners (DPEs) on
their staff to administer FAA practical tests. Some
schools have been granted examining authority by the
FAA. A school with examining authority for a particular
course or courses has the authority to recommend its
graduates for pilot certificates or ratings without further
testing by the FAA. A list of FAA certificated pilot
schools and their training courses can be found in
Advisory Circular (AC) 140-2, FAA Certificated Pilot
School Directory.
FAA-approved training centers are certificated under
14 CFR part 142. Training centers, like certificated
pilot schools, operate in a structured environment with
approved courses and curricula, and stringent standards
for personnel, equipment, facilities, operating procedures
and record keeping. Training centers certificated
under 14 CFR part 142, however, specialize in the use
of flight simulation (flight simulators and flight training
devices) in their training courses.
The overwhelming majority of flying schools in the
United States are not certificated by the FAA. These
schools operate under the provisions of 14 CFR part
61. Many of these non-certificated flying schools offer
excellent training, and meet or exceed the standards
required of FAA-approved pilot schools. Flight
instructors employed by non-certificated flying
schools, as well as independent flight instructors, must
meet the same basic 14 CFR part 61 flight instructor
requirements for certification and renewal as those
flight instructors employed by FAA certificated pilot
schools. In the end, any training program is dependent
upon the quality of the ground and flight instruction a
student pilot receives.
PRACTICAL TEST STANDARDS
Practical tests for FAA pilot certificates and associated
ratings are administered by FAA inspectors and designated
pilot examiners in accordance with FAA-developed
practical test standards (PTS). 14 CFR
part 61 specifies the areas of operation in which
knowledge and skill must be demonstrated by the
applicant. The CFRs provide the flexibility to permit
the FAA to publish practical test standards containing
the areas of operation and specific tasks in which
competence must be demonstrated. The FAA requires
that all practical tests be conducted in accordance with
the appropriate practical test standards and the policies
set forth in the Introduction section of the practical test
standard book.
It must be emphasized that the practical test standards
book is a testing document rather than a teaching document.
An appropriately rated flight instructor is
responsible for training a pilot applicant to acceptable
standards in all subject matter areas, procedures, and
maneuvers included in the tasks within each area of
operation in the appropriate practical test standard.
The pilot applicant should be familiar with this book
and refer to the standards it contains during training.
However, the practical test standard book is not
intended to be used as a training syllabus. It contains
the standards to which maneuvers/procedures on FAA
practical tests must be performed and the FAApolicies
governing the administration of practical tests.
Descriptions of tasks, and information on how to
perform maneuvers and procedures are contained in
reference and teaching documents such as this
handbook. A list of reference documents is contained
in the Introduction section of each practical test standard
book.
Practical test standards may be downloaded from the
Regulatory Support Division’s, AFS-600, Web site at
http://afs600.faa.gov. Printed copies of practical test
standards can be purchased from the Superintendent
of Documents, U.S. Government Printing Office,
Washington, DC 20402. The official online bookstore
Web site for the U.S. Government Printing Office is
www.access.gpo.gov.
FLIGHT SAFETY PRACTICES
In the interest of safety and good habit pattern formation,
there are certain basic flight safety practices and
procedures that must be emphasized by the flight
instructor, and adhered to by both instructor and student,
beginning with the very first dual instruction flight.
These include, but are not limited to, collision
avoidance procedures including proper scanning
techniques and clearing procedures, runway incursion
avoidance, stall awareness, positive transfer of
controls, and cockpit workload management.
COLLISION AVOIDANCE
All pilots must be alert to the potential for midair
collision and near midair collisions. The general operating
and flight rules in 14 CFR part 91 set forth the
concept of “See and Avoid.” This concept requires
that vigilance shall be maintained at all times, by
each person operating an aircraft regardless of
whether the operation is conducted under instrument
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1-5
flight rules (IFR) or visual flight rules (VFR). Pilots
should also keep in mind their responsibility for continuously
maintaining a vigilant lookout regardless of
the type of aircraft being flown and the purpose of the
flight. Most midair collision accidents and reported
near midair collision incidents occur in good VFR
weather conditions and during the hours of daylight.
Most of these accident/incidents occur within 5 miles
of an airport and/or near navigation aids.
The “See and Avoid” concept relies on knowledge
of the limitations of the human eye, and the use of
proper visual scanning techniques to help compensate
for these limitations. The importance of, and
the proper techniques for, visual scanning should
be taught to a student pilot at the very beginning of
flight training. The competent flight instructor
should be familiar with the visual scanning and
collision avoidance information contained in
Advisory Circular (AC) 90-48, Pilots’ Role in
Collision Avoidance, and the Aeronautical
Information Manual (AIM).
There are many different types of clearing procedures.
Most are centered around the use of clearing turns. The
essential idea of the clearing turn is to be certain that
the next maneuver is not going to proceed into another
airplane’s flightpath. Some pilot training programs
have hard and fast rules, such as requiring two 90°
turns in opposite directions before executing any
training maneuver. Other types of clearing procedures
may be developed by individual flight instructors.
Whatever the preferred method, the flight instructor
should teach the beginning student an effective clearing
procedure and insist on its use. The student pilot
should execute the appropriate clearing procedure
before all turns and before executing any training
maneuver. Proper clearing procedures, combined
with proper visual scanning techniques, are the most
effective strategy for collision avoidance.
RUNWAY INCURSION AVOIDANCE
A runway incursion is any occurrence at an airport
involving an aircraft, vehicle, person, or object on the
ground that creates a collision hazard or results in a
loss of separation with an aircraft taking off, landing,
or intending to land. The three major areas contributing
to runway incursions are:
• Communications,
• Airport knowledge, and
• Cockpit procedures for maintaining orientation.
Taxi operations require constant vigilance by the entire
flight crew, not just the pilot taxiing the airplane. This
is especially true during flight training operations.
Both the student pilot and the flight instructor need to
be continually aware of the movement and location of
Figure 1-3. PTS books.
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other aircraft and ground vehicles on the airport
movement area. Many flight training activities are
conducted at non-tower controlled airports. The
absence of an operating airport control tower creates a
need for increased vigilance on the part of pilots operating
at those airports.
Planning, clear communications, and enhanced
situational awareness during airport surface
operations will reduce the potential for surface incidents.
Safe aircraft operations can be accomplished
and incidents eliminated if the pilot is properly trained
early on and, throughout his/her flying career,
accomplishes standard taxi operating procedures and
practices. This requires the development of the
formalized teaching of safe operating practices during
taxi operations. The flight instructor is the key to this
teaching. The flight instructor should instill in the
student an awareness of the potential for runway
incursion, and should emphasize the runway
incursion avoidance procedures contained in
Advisory Circular (AC) 91-73, Part 91 Pilot and
Flightcrew Procedures During Taxi Operations and
Part 135 Single-Pilot Operations.
STALL AWARENESS
14 CFR part 61 requires that a student pilot receive and
log flight training in stalls and stall recoveries prior to
solo flight. During this training, the flight instructor
should emphasize that the direct cause of every stall is
an excessive angle of attack. The student pilot should
fully understand that there are any number of flight
maneuvers which may produce an increase in the
wing’s angle of attack, but the stall does not occur until
the angle of attack becomes excessive. This “critical”
angle of attack varies from 16 to 20° depending on the
airplane design.
The flight instructor must emphasize that low speed is
not necessary to produce a stall. The wing can be
brought to an excessive angle of attack at any speed.
High pitch attitude is not an absolute indication of
proximity to a stall. Some airplanes are capable of vertical
flight with a corresponding low angle of attack.
Most airplanes are quite capable of stalling at a level or
near level pitch attitude.
The key to stall awareness is the pilot’s ability to
visualize the wing’s angle of attack in any particular
circumstance, and thereby be able to estimate his/her
margin of safety above stall. This is a learned skill
that must be acquired early in flight training and
carried through the pilot’s entire flying career. The
pilot must understand and appreciate factors such as
airspeed, pitch attitude, load factor, relative wind,
power setting, and aircraft configuration in order to
develop a reasonably accurate mental picture of the
wing’s angle of attack at any particular time. It is
essential to flight safety that a pilot take into consideration
this visualization of the wing’s angle of
attack prior to entering any flight maneuver.
USE OF CHECKLISTS
Checklists have been the foundation of pilot standardization
and cockpit safety for years. The checklist is an
aid to the memory and helps to ensure that critical
items necessary for the safe operation of aircraft are
not overlooked or forgotten. However, checklists are
of no value if the pilot is not committed to its use.
Without discipline and dedication to using the checklist
at the appropriate times, the odds are on the side of
error. Pilots who fail to take the checklist seriously
become complacent and the only thing they can rely
on is memory.
The importance of consistent use of checklists cannot
be overstated in pilot training. A major objective in
primary flight training is to establish habit patterns that
will serve pilots well throughout their entire flying
career. The flight instructor must promote a positive
attitude toward the use of checklists, and the student
pilot must realize its importance. At a minimum, prepared
checklists should be used for the following
phases of flight.
• Preflight Inspection.
• Before Engine Start.
• Engine Starting.
• Before Taxiing.
• Before Takeoff.
• After Takeoff.
• Cruise.
• Descent.
• Before Landing.
• After Landing.
• Engine Shutdown and Securing.
POSITIVE TRANSFER OF CONTROLS
During flight training, there must always be a clear
understanding between the student and flight instructor
of who has control of the aircraft. Prior to any
dual training flight, a briefing should be conducted
that includes the procedure for the exchange of flight
controls. The following three-step process for the
exchange of flight controls is highly recommended.
When a flight instructor wishes the student to take
control of the aircraft, he/she should say to the student,
“You have the flight controls.” The student
should acknowledge immediately by saying, “I have
the flight controls.” The flight instructor confirms by
Ch 01.qxd 5/6/04 11:25 AM Page 1-6
1-7
again saying, “You have the flight controls.” Part of
the procedure should be a visual check to ensure that
the other person actually has the flight controls. When
returning the controls to the flight instructor, the student
should follow the same procedure the instructor
used when giving control to the student. The student
should stay on the controls until the instructor says:
“I have the flight controls.” There should never be
any doubt as to who is flying the airplane at any one
time. Numerous accidents have occurred due to a lack
of communication or misunderstanding as to who
actually had control of the aircraft, particularly
between students and flight instructors. Establishing
the above procedure during initial training will ensure
the formation of a very beneficial habit pattern.
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2-1
VISUAL INSPECTION
The accomplishment of a safe flight begins with a careful
visual inspection of the airplane. The purpose of the
preflight visual inspection is twofold: to determine that
the airplane is legally airworthy, and that it is in condition
for safe flight. The airworthiness of the airplane is
determined, in part, by the following certificates and
documents, which must be on board the airplane when
operated.
Airworthiness certificate.
Registration certificate.
FCC radio station license, if required by the type
of operation.
Airplane operating limitations, which may be in
the form of an FAA-approved Airplane Flight
Manual and/or Pilot’s Operating Handbook
(AFM/POH), placards, instrument markings, or
any combination thereof.
Airplane logbooks are not required to be kept in the
airplane when it is operated. However, they should be
inspected prior to flight to show that the airplane has
had required tests and inspections. Maintenance
records for the airframe and engine are required to be
kept. There may also be additional propeller records.
At a minimum, there should be an annual inspection
within the preceding 12-calendar months. In addition,
the airplane may also be required to have a 100-hour
inspection in accordance with Title14 of the Code of
Federal Regulations (14 CFR) part 91, section
91.409(b).
If a transponder is to be used, it is required to be
inspected within the preceding 24-calendar months. If
the airplane is operated under instrument flight rules
(IFR) in controlled airspace, the pitot-static system is
also required to be inspected within the preceding
24-calendar months.
The emergency locator transmitter (ELT) should also
be checked. The ELT is battery powered, and the
battery replacement or recharge date should not
be exceeded.
Airworthiness Directives (ADs) have varying
compliance intervals and are usually tracked in a
separate area of the appropriate airframe, engine, or
propeller record.
Figure 2-1. Aircraft documents and AFM/POH.
•
•
•
•
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2-2
The determination of whether the airplane is in a condition
for safe flight is made by a preflight inspection
of the airplane and its components. The
preflight inspection should be performed in accordance
with a printed checklist provided by the airplane manufacturer
for the specific make and model airplane.
However, the following general areas are applicable to
all airplanes.
The preflight inspection of the airplane should begin
while approaching the airplane on the ramp. The pilot
should make note of the general appearance of the
airplane, looking for obvious discrepancies such as a
landing gear out of alignment, structural distortion,
skin damage, and dripping fuel or oil leaks. Upon
reaching the airplane, all tiedowns, control locks, and
chocks should be removed.
INSIDE THE COCKPIT
The inspection should start with the cabin door. If the
door is hard to open or close, or if the carpeting or
seats are wet from a recent rain, there is a good chance
that the door, fuselage, or both are misaligned. This
may be a sign of structural damage.
The windshield and side windows should be examined
for cracks and/or crazing. Crazing is the first stage of
delamination of the plastic. Crazing decreases
visibility, and a severely crazed window can result in
near zero visibility due to light refraction at certain
angles to the sun.
The pilot should check the seats, seat rails, and seat
belt attach points for wear, cracks, and serviceability.
The seat rail holes where the seat lock pins fit should
1
2
3
4
5
7 6
8
10 9
Figure 2-2. Preflight inspection.
Figure 2-3. Inside the cockpit.
Ch 02.qxd 5/7/04 6:22 AM Page 2-2
2-3
also be inspected. The holes should be round and not
oval. The pin and seat rail grips should also be checked
for wear and serviceability.
Inside the cockpit, three key items to be checked are:
(1) battery and ignition switches—off, (2) control
column locks—removed, (3) landing gear control—
down and locked.
The fuel selectors should be checked for proper
operation in all positions—including the OFF position.
Stiff selectors, or ones where the tank position is
hard to find, are unacceptable. The primer should also
be exercised. The pilot should feel resistance when
the primer is both pulled out and pushed in. The
primer should also lock securely. Faulty primers can
interfere with proper engine operation.
The engine controls should also be manipulated by
slowly moving each through its full range to check
for binding or stiffness.
The airspeed indicator should be properly marked, and
the indicator needle should read zero. If it does not, the
instrument may not be calibrated correctly. Similarly,
the vertical speed indicator (VSI) should also read zero
when the airplane is on the ground. If it does not, a
small screwdriver can be used to zero the instrument.
The VSI is the only flight instrument that a pilot has
the prerogative to adjust. All others must be adjusted
by an FAA certificated repairman or mechanic.
The magnetic compass is a required instrument for
both VFR and IFR flight. It must be securely mounted,
with a correction card in place. The instrument face
must be clear and the instrument case full of fluid. A
cloudy instrument face, bubbles in the fluid, or a
partially filled case renders the instrument unusable.
The gyro driven attitude indicator should be checked
before being powered. A white haze on the inside of
Figure 2-4. Fuel selector and primer.
Figure 2-5. Airspeed indicator, VSI, and magnetic compass.
Ch 02.qxd 5/7/04 6:22 AM Page 2-3
2-4
the glass face may be a sign that the seal has been
breached, allowing moisture and dirt to be sucked into
the instrument.
The altimeter should be checked against the ramp or
field elevation after setting in the barometric pressure.
If the variation between the known field elevation and
the altimeter indication is more than 75 feet, its
accuracy is questionable.
The pilot should turn on the battery master switch and
make note of the fuel quantity gauge indications for
comparison with an actual visual inspection of the fuel
tanks during the exterior inspection.
OUTER WING SURFACES AND TAIL
SECTION
The pilot should inspect for any signs of deterioration,
distortion, and loose or missing rivets or screws,
especially in the area where the outer skin attaches to
the airplane structure. The pilot should
look along the wing spar rivet line—from the wingtip
to the fuselage—for skin distortion. Any ripples and/or
waves may be an indication of internal damage
or failure.
Loose or sheared aluminum rivets may be identified by
the presence of black oxide which forms rapidly when
the rivet works free in its hole. Pressure applied to the
skin adjacent to the rivet head will help verify the
loosened condition of the rivet.
When examining the outer wing surface, it should be
remembered that any damage, distortion, or
malformation of the wing leading edge renders the
airplane unairworthy. Serious dents in the leading
edge, and disrepair of items such as stall strips, and
deicer boots can cause the airplane to be
aerodynamically unsound. Also, special care should
be taken when examining the wingtips. Airplane
wingtips are usually fiberglass. They are easily
damaged and subject to cracking. The pilot should
look at stop drilled cracks for evidence of crack
progression, which can, under some circumstances,
lead to in-flight failure of the wingtip.
The pilot should remember that fuel stains anywhere
on the wing warrant further investigation—no matter
how old the stains appear to be. Fuel stains are a sign
of probable fuel leakage. On airplanes equipped with
integral fuel tanks, evidence of fuel leakage can be
found along rivet lines along the underside of
the wing.
Figure 2-6. Wing and tail section inspection.
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2-5
FUEL AND OIL
Particular attention should be paid to the fuel quantity,
type and grade, and quality. Many fuel
tanks are very sensitive to airplane attitude when
attempting to fuel for maximum capacity. Nosewheel
strut extension, both high as well as low, can
significantly alter the attitude, and therefore the fuel
capacity. The airplane attitude can also be affected
laterally by a ramp that slopes, leaving one wing
slightly higher than another. Always confirm the fuel
quantity indicated on the fuel gauges by visually
inspecting the level of each tank. The type, grade, and color of fuel are critical to safe
operation. The only widely available aviation gasoline
(AVGAS) grade in the United States is low-lead
100-octane, or 100LL. AVGAS is dyed for easy
recognition of its grade and has a familiar gasoline
scent. Jet-A, or jet fuel, is a kerosene-based fuel for
turbine powered airplanes. It has disastrous
consequences when inadvertently introduced into
reciprocating airplane engines. The piston engine
operating on jet fuel may start, run, and power the
airplane, but will fail because the engine has been
destroyed from detonation.
Jet fuel has a distinctive kerosene scent and is oily to
the touch when rubbed between fingers. Jet fuel is
clear or straw colored, although it may appear dyed
when mixed in a tank containing AVGAS. When a few
drops of AVGAS are placed upon white paper, they
evaporate quickly and leave just a trace of dye. In
comparison, jet fuel is slower to evaporate and leaves
an oily smudge. Jet fuel refueling trucks and
dispensing equipment are marked with JET-A placards
in white letters on a black background. Prudent pilots
will supervise fueling to ensure that the correct tanks
are filled with the right quantity, type, and grade of
fuel. The pilot should always ensure that the fuel caps
have been securely replaced following each fueling.
Engines certificated for grades 80/87 or 91/96 AVGAS
will run satisfactorily on 100LL. The reverse is not
true. Fuel of a lower grade/octane, if found, should
never be substituted for a required higher grade.
Detonation will severely damage the engine in a very
short period of time.
Automotive gasoline is sometimes used as a substitute
fuel in certain airplanes. Its use is acceptable only
when the particular airplane has been issued a
supplemental type certificate (STC) to both the
airframe and engine allowing its use.
Checking for water and other sediment contamination
is a key preflight element. Water tends to accumulate
in fuel tanks from condensation, particularly in
partially filled tanks. Because water is heavier than
fuel, it tends to collect in the low points of the fuel
system. Water can also be introduced into the fuel
system from deteriorated gas cap seals exposed to rain,
or from the supplier’s storage tanks and delivery
vehicles. Sediment contamination can arise from dust
and dirt entering the tanks during refueling, or from
deteriorating rubber fuel tanks or tank sealant.
The best preventive measure is to minimize the
opportunity for water to condense in the tanks. If
possible, the fuel tanks should be completely filled
with the proper grade of fuel after each flight, or at
least filled after the last flight of the day. The more fuel
there is in the tanks, the less opportunity for
condensation to occur. Keeping fuel tanks filled is also
the best way to slow the aging of rubber fuel tanks and
tank sealant.
Sufficient fuel should be drained from the fuel strainer
quick drain and from each fuel tank sump to check for
fuel grade/color, water, dirt, and smell. If water is
present, it will usually be in bead-like droplets,
different in color (usually clear, sometimes muddy), in
the bottom of the sample. In extreme cases, do not
overlook the possibility that the entire sample,
particularly a small sample, is water. If water is found
in the first fuel sample, further samples should be taken
until no water appears. Significant and/or consistent
water or sediment contamination are grounds for
further investigation by qualified maintenance
personnel. Each fuel tank sump should be drained
during preflight and after refueling.
The fuel tank vent is an important part of a preflight
inspection. Unless outside air is able to enter the tank
as fuel is drawn out, the eventual result will be fuel
gauge malfunction and/or fuel starvation. During the
preflight inspection, the pilot should be alert for any
Figure 2-7. Aviation fuel types, grades, and colors.
Ch 02.qxd 5/7/04 6:22 AM Page 2-5
2-6
signs of vent tubing damage, as well as vent blockage.
A functional check of the fuel vent system can be done
simply by opening the fuel cap. If there is a rush of air
when the fuel tank cap is cracked, there could be a
serious problem with the vent system.
The oil level should be checked during each preflight
and rechecked with each refueling. Reciprocating
airplane engines can be expected to consume a small
amount of oil during normal operation. If the
consumption grows or suddenly changes, qualified
maintenance personnel should investigate. If line
service personnel add oil to the engine, the pilot should
ensure that the oil cap has been securely replaced.
LANDING GEAR,TIRES, AND BRAKES
Tires should be inspected for proper inflation, as well
as cuts, bruises, wear, bulges, imbedded foreign object,
and deterioration. As a general rule, tires with cord
showing, and those with cracked sidewalls are
considered unairworthy.
Brakes and brake systems should be checked for rust
and corrosion, loose nuts/bolts, alignment, brake pad
wear/cracks, signs of hydraulic fluid leakage, and
hydraulic line security/abrasion.
An examination of the nose gear should include the
shimmy damper, which is painted white, and the torque
link, which is painted red, for proper servicing and
general condition. All landing gear shock struts should
also be checked for proper inflation.
ENGINE AND PROPELLER
The pilot should make note of the condition of the
engine cowling. If the cowling rivet heads
reveal aluminum oxide residue, and chipped paint
surrounding and radiating away from the cowling rivet
heads, it is a sign that the rivets have been rotating until
the holes have been elongated. If allowed to continue,
the cowling may eventually separate from the airplane
in flight.
Certain engine/propeller combinations require
installation of a prop spinner for proper engine
cooling. In these cases, the engine should not be
operated unless the spinner is present and properly
installed. The pilot should inspect the propeller
spinner and spinner mounting plate for security of
attachment, any signs of chafing of propeller blades,
and defects such as cracking. A cracked spinner is
unairworthy.
The propeller should be checked for nicks, cracks,
pitting, corrosion, and security. The propeller hub
should be checked for oil leaks, and the alternator/
generator drive belt should be checked for proper
tension and signs of wear.
When inspecting inside the cowling, the pilot should
look for signs of fuel dye which may indicate a fuel
leak. The pilot should check for oil leaks, deterioration
of oil lines, and to make certain that the oil cap, filter,
oil cooler and drain plug are secure. The exhaust
system should be checked for white stains caused by
exhaust leaks at the cylinder head or cracks in the
stacks. The heat muffs should also be checked for
general condition and signs of cracks or leaks.
The air filter should be checked for condition and
secure fit, as well as hydraulic lines for deterioration
and/or leaks. The pilot should also check for loose or
foreign objects inside the cowling such as bird nests,
shop rags, and/or tools. All visible wires and lines
should be checked for security and condition. And
lastly, when the cowling is closed, the cowling
fasteners should be checked for security.
Figure 2-8. Check the propeller and inside the cowling.
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2-7
COCKPIT MANAGEMENT
After entering the airplane, the pilot should first ensure
that all necessary equipment, documents, checklists,
and navigation charts appropriate for the flight are on
board. If a portable intercom, headsets, or a hand-held
global positioning system (GPS) is used, the pilot is
responsible for ensuring that the routing of wires and
cables does not interfere with the motion or the
operation of any control.
Regardless of what materials are to be used, they
should be neatly arranged and organized in a manner
that makes them readily available. The cockpit and
cabin should be checked for articles that might be
tossed about if turbulence is encountered. Loose items
should be properly secured. All pilots should form the
habit of good housekeeping.
The pilot must be able to see inside and outside
references. If the range of motion of an adjustable seat
is inadequate, cushions should be used to provide the
proper seating position.
When the pilot is comfortably seated, the safety belt
and shoulder harness (if installed) should be fastened
and adjusted to a comfortably snug fit. The shoulder
harness must be worn at least for the takeoff and
landing, unless the pilot cannot reach or operate the
controls with it fastened. The safety belt must be worn
at all times when the pilot is seated at the controls.
If the seats are adjustable, it is important to ensure that
the seat is locked in position. Accidents have occurred
as the result of seat movement during acceleration or
pitch attitude changes during takeoffs or landings.
When the seat suddenly moves too close or too far
away from the controls, the pilot may be unable to
maintain control of the airplane.
14 CFR part 91 requires the pilot to ensure that each
person on board is briefed on how to fasten and
unfasten his/her safety belt and, if installed, shoulder
harness. This should be accomplished before starting
the engine, along with a passenger briefing on the
proper use of safety equipment and exit information.
Airplane manufacturers have printed briefing cards
available, similar to those used by airlines, to
supplement the pilot’s briefing.
GROUND OPERATIONS
It is important that a pilot operates an airplane safely
on the ground. This includes being familiar with
standard hand signals that are used by ramp personnel.
ENGINE STARTING
The specific procedures for engine starting will not be
discussed here since there are as many different
methods as there are different engines, fuel systems,
and starting conditions. The before engine starting and
engine starting checklist procedures should be followed.
There are, however, certain precautions that
apply to all airplanes.
Some pilots have started the engine with the tail of the
airplane pointed toward an open hangar door, parked
automobiles, or a group of bystanders. This is not only
discourteous, but may result in personal injury and
damage to the property of others. Propeller blast can
be surprisingly powerful.
When ready to start the engine, the pilot should look in
all directions to be sure that nothing is or will be in the
vicinity of the propeller. This includes nearby persons
and aircraft that could be struck by the propeller blast
or the debris it might pick up from the ground. The
anticollision light should be turned on prior to engine
start, even during daytime operations. At night, the
position (navigation) lights should also be on.
The pilot should always call “CLEAR” out of the side
window and wait for a response from persons who may
be nearby before activating the starter.
Figure 2-9. Standard hand signals.
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2-8
When activating the starter, one hand should be kept
on the throttle. This allows prompt response if the
engine falters during starting, and allows the pilot to
rapidly retard the throttle if revolutions per minute
(r.p.m.) are excessive after starting. A low r.p.m.
setting (800 to 1,000) is recommended immediately
following engine start. It is highly undesirable to allow
the r.p.m. to race immediately after start, as there will
be insufficient lubrication until the oil pressure rises.
In freezing temperatures, the engine will also be
exposed to potential mechanical distress until it warms
and normal internal operating clearances are assumed.
As soon as the engine is operating smoothly, the oil
pressure should be checked. If it does not rise to the
manufacturer’s specified value, the engine may not be
receiving proper lubrication and should be shut down
immediately to prevent serious damage.
Although quite rare, the starter motor may remain on
and engaged after the engine starts. This can be
detected by a continuous very high current draw on the
ammeter. Some airplanes also have a starter engaged
warning light specifically for this purpose. The engine
should be shut down immediately should this occur.
Starters are small electric motors designed to draw
large amounts of current for short periods of cranking.
Should the engine fail to start readily, avoid
continuous starter operation for periods longer than 30
seconds without a cool down period of at least 30
seconds to a minute (some AFM/POH specify even
longer). Their service life is drastically shortened from
high heat through overuse.
HAND PROPPING
Even though most airplanes are equipped with electric
starters, it is helpful if a pilot is familiar with the procedures
and dangers involved in starting an engine by
turning the propeller by hand (hand propping). Due to
the associated hazards, this method of starting should
be used only when absolutely necessary and when
proper precautions have been taken.
An engine should not be hand propped unless two
people, both familiar with the airplane and hand
propping techniques, are available to perform the
procedure. The person pulling the propeller blades
through directs all activity and is in charge of the
procedure. The other person, thoroughly familiar
with the controls, must be seated in the airplane with
the brakes set. As an additional precaution, chocks
may be placed in front of the main wheels. If this is
not feasible, the airplane’s tail may be securely tied.
Never allow a person unfamiliar with the controls to
occupy the pilot’s seat when hand propping. The
procedure should never be attempted alone.
When hand propping is necessary, the ground surface
near the propeller should be stable and free of debris.
Unless a firm footing is available, consider relocating
the airplane. Loose gravel, wet grass, mud, oil, ice, or
snow might cause the person pulling the propeller
through to slip into the rotating blades as the engine
starts.
Both participants should discuss the procedure and
agree on voice commands and expected action. To
begin the procedure, the fuel system and engine
controls (tank selector, primer, pump, throttle, and
mixture) are set for a normal start. The ignition/
magneto switch should be checked to be sure that it is
OFF. Then the descending propeller blade should be
rotated so that it assumes a position slightly above the
horizontal. The person doing the hand propping should
face the descending blade squarely and stand slightly
less than one arm’s length from the blade. If a stance
too far away were assumed, it would be necessary to
lean forward in an unbalanced condition to reach the
blade. This may cause the person to fall forward into
the rotating blades when the engine starts.
The procedure and commands for hand propping are:
Person out front says, “GAS ON, SWITCH OFF,
THROTTLE CLOSED, BRAKES SET.”
Pilot seat occupant, after making sure the fuel is
ON, mixture is RICH, ignition/magneto switch is
OFF, throttle is CLOSED, and brakes SET, says,
“GAS ON, SWITCH OFF, THROTTLE
CLOSED, BRAKES SET.”
Person out front, after pulling the propeller
through to prime the engine says, “BRAKES
AND CONTACT.”
Pilot seat occupant checks the brakes SET and
turns the ignition switch ON, then says,
“BRAKES AND CONTACT.”
The propeller is swung by forcing the blade downward
rapidly, pushing with the palms of both hands. If the
blade is gripped tightly with the fingers, the person’s
body may be drawn into the propeller blades should
the engine misfire and rotate momentarily in the
opposite direction. As the blade is pushed down, the
person should step backward, away from the propeller.
If the engine does not start, the propeller should not be
repositioned for another attempt until it is certain the
ignition/magneto switch is turned OFF.
The words CONTACT (mags ON) and SWITCH OFF
(mags OFF) are used because they are significantly
different from each other. Under noisy conditions or
high winds, the words CONTACT and SWITCH OFF
•
•
•
•
Ch 02.qxd 5/7/04 6:22 AM Page 2-8
2-9
are less likely to be misunderstood than SWITCH ON
and SWITCH OFF.
When removing the wheel chocks after the engine
starts, it is essential that the pilot remember that the
propeller is almost invisible. Incredible as it may seem,
serious injuries and fatalities occur when people who
have just started an engine walk or reach into the
propeller arc to remove the chocks. Before the chocks
are removed, the throttle should be set to idle and the
chocks approached from the rear of the propeller.
Never approach the chocks from the front or the side.
The procedures for hand propping should always be in
accordance with the manufacturer’s recommendations
and checklist. Special starting procedures are used
when the engine is already warm, very cold, or when
flooded or vapor locked. There will also be a different
starting procedure when an external power source
is used.
TAXIING
The following basic taxi information is applicable to
both nosewheel and tailwheel airplanes.
Taxiing is the controlled movement of the airplane
under its own power while on the ground. Since an
airplane is moved under its own power between the
parking area and the runway, the pilot must thoroughly
understand and be proficient in taxi procedures.
An awareness of other aircraft that are taking off,
landing, or taxiing, and consideration for the right-ofway
of others is essential to safety. When taxiing, the
pilot’s eyes should be looking outside the airplane, to
the sides, as well as the front. The pilot must be aware
of the entire area around the airplane to ensure that the
airplane will clear all obstructions and other aircraft. If
at any time there is doubt about the clearance from an
object, the pilot should stop the airplane and have
someone check the clearance. It may be necessary to
have the airplane towed or physically moved by a
ground crew.
It is difficult to set any rule for a single, safe taxiing
speed. What is reasonable and prudent under some
conditions may be imprudent or hazardous under others.
The primary requirements for safe taxiing are positive
control, the ability to recognize potential hazards
in time to avoid them, and the ability to stop or turn
where and when desired, without undue reliance on the
brakes. Pilots should proceed at a cautious speed on
congested or busy ramps. Normally, the speed should
be at the rate where movement of the airplane is
dependent on the throttle. That is, slow enough so
when the throttle is closed, the airplane can be stopped
promptly. When yellow taxiway centerline stripes are
provided, they should be observed unless necessary to
clear airplanes or obstructions.
When taxiing, it is best to slow down before
attempting a turn. Sharp, high-speed turns place
undesirable side loads on the landing gear and may
result in an uncontrollable swerve or a ground loop.
This swerve is most likely to occur when turning from
a downwind heading toward an upwind heading. In
moderate to high-wind conditions, pilots will note the
airplane’s tendency to weathervane, or turn into the
wind when the airplane is proceeding crosswind.
When taxiing at appropriate speeds in no-wind
conditions, the aileron and elevator control surfaces
have little or no effect on directional control of the
airplane. The controls should not be considered
steering devices and should be held in a neutral
position. Their proper use while taxiing in windy
conditions will be discussed later.
Steering is accomplished with rudder pedals and
brakes. To turn the airplane on the ground, the pilot
should apply rudder in the desired direction of turn and
use whatever power or brake that is necessary to
control the taxi speed. The rudder pedal should be held
in the direction of the turn until just short of the point
where the turn is to be stopped. Rudder pressure is then
released or opposite pressure is applied as needed.
More engine power may be required to start the
airplane moving forward, or to start a turn, than is
required to keep it moving in any given direction.
When using additional power, the throttle should
immediately be retarded once the airplane begins
moving, to prevent excessive acceleration.
When first beginning to taxi, the brakes should be
tested for proper operation as soon as the airplane is
put in motion. Applying power to start the airplane
Use Up Aileron
on LH Wing and
Neutral Elevator
Use Up Aileron
on RH Wing and
Neutral Elevator
Use Down Aileron
on LH Wing and
Down Elevator
Use Down Aileron
on RH Wing and
Down Elevator
Figure 2-10. Flight control positions during taxi.
Ch 02.qxd 5/7/04 6:22 AM Page 2-9
2-10
moving forward slowly, then retarding the throttle and
simultaneously applying pressure smoothly to both
brakes does this. If braking action is unsatisfactory, the
engine should be shut down immediately.
The presence of moderate to strong headwinds and/or
a strong propeller slipstream makes the use of the
elevator necessary to maintain control of the pitch
attitude while taxiing. This becomes apparent when
considering the lifting action that may be created on
the horizontal tail surfaces by either of those two
factors. The elevator control in nosewheel-type
airplanes should be held in the neutral position, while
in tailwheel-type airplanes it should be held in the aft
position to hold the tail down.
Downwind taxiing will usually require less engine
power after the initial ground roll is begun, since the
wind will be pushing the airplane forward. [Figure
2-11] To avoid overheating the brakes when taxiing
downwind, keep engine power to a minimum. Rather
than continuously riding the brakes to control speed, it
is better to apply brakes only occasionally. Other than
sharp turns at low speed, the throttle should always be
at idle before the brakes are applied. It is a common
student error to taxi with a power setting that requires
controlling taxi speed with the brakes. This is the
aeronautical equivalent of driving an automobile with
both the accelerator and brake pedals depressed.
When taxiing with a quartering headwind, the wing on
the upwind side will tend to be lifted by the wind
unless the aileron control is held in that direction
(upwind aileron UP). Moving the aileron
into the UP position reduces the effect of the wind
striking that wing, thus reducing the lifting action.
This control movement will also cause the downwind
aileron to be placed in the DOWN position, thus a
small amount of lift and drag on the downwind wing,
further reducing the tendency of the upwind wing
to rise.
When taxiing with a quartering tailwind, the elevator
should be held in the DOWN position, and the upwind
aileron, DOWN. Since the wind is
striking the airplane from behind, these control
positions reduce the tendency of the wind to get under
the tail and the wing and to nose the airplane over.
The application of these crosswind taxi corrections
helps to minimize the weathervaning tendency and
ultimately results in making the airplane easier to
steer.
Normally, all turns should be started using the rudder
pedal to steer the nosewheel. To tighten the turn after
full pedal deflection is reached, the brake may be
applied as needed. When stopping the airplane, it is
advisable to always stop with the nosewheel straight
ahead to relieve any side load on the nosewheel and to
make it easier to start moving ahead.
During crosswind taxiing, even the nosewheel-type
airplane has some tendency to weathervane. However,
WHEN TAXIING DOWNWIND
Keep engine power
to a minimum.
Do not ride the brakes.
Reduce power and use
brakes intermittently.
Figure 2-11. Downwind taxi.
Upwind Aileron Up
Downwind Aileron Down
Elevator Neutral
Figure 2-12. Quartering headwind.
Upwind Aileron Down
Downwind Aileron Up
Elevator Down
Figure 2-13. Quartering tailwind.
Figure 2-14. Surface area most affected by wind.
Ch 02.qxd 5/7/04 6:22 AM Page 2-10
2-11
the weathervaning tendency is less than in
tailwheel-type airplanes because the main wheels are
located farther aft, and the nosewheel’s ground friction
helps to resist the tendency. The
nosewheel linkage from the rudder pedals provides
adequate steering control for safe and efficient ground
handling, and normally, only rudder pressure is
necessary to correct for a crosswind.
BEFORE TAKEOFF CHECK
The before takeoff check is the systematic procedure
for making a check of the engine, controls, systems,
instruments, and avionics prior to flight. Normally, it is
performed after taxiing to a position near the takeoff
end of the runway. Taxiing to that position usually
allows sufficient time for the engine to warm up to at
least minimum operating temperatures. This ensures
adequate lubrication and internal engine clearances
before being operated at high power settings. Many
engines require that the oil temperature reach a
minimum value as stated in the AFM/POH before high
power is applied.
Air-cooled engines generally are closely cowled and
equipped with pressure baffles that direct the flow of
air to the engine in sufficient quantities for cooling in
flight. On the ground, however, much less air is forced
through the cowling and around the baffling.
Prolonged ground operations may cause cylinder
overheating long before there is an indication of rising
oil temperature. Cowl flaps, if available, should be set
according to the AFM/POH.
Before beginning the before takeoff check, the airplane
should be positioned clear of other aircraft. There
should not be anything behind the airplane that might
be damaged by the prop blast. To minimize
overheating during engine runup, it is recommended
that the airplane be headed as nearly as possible into
the wind. After the airplane is properly positioned for
the runup, it should be allowed to roll forward slightly
so that the nosewheel or tailwheel will be aligned fore
and aft.
During the engine runup, the surface under the airplane
should be firm (a smooth, paved, or turf surface if
possible) and free of debris. Otherwise, the propeller
may pick up pebbles, dirt, mud, sand, or other loose
objects and hurl them backwards. This damages the
propeller and may damage the tail of the airplane.
Small chips in the leading edge of the propeller form
stress risers, or lines of concentrated high stress. These
are highly undesirable and may lead to cracks and
possible propeller blade failure.
While performing the engine runup, the pilot must
divide attention inside and outside the airplane. If the
parking brake slips, or if application of the toe brakes
is inadequate for the amount of power applied, the
airplane could move forward unnoticed if attention is
fixed inside the airplane.
Each airplane has different features and equipment,
and the before takeoff checklist provided by the
airplane manufacturer or operator should be used to
perform the runup.
AFTER LANDING
During the after-landing roll, the airplane should be
gradually slowed to normal taxi speed before turning
off the landing runway. Any significant degree of turn
at faster speeds could result in ground looping and
subsequent damage to the airplane.
To give full attention to controlling the airplane during
the landing roll, the after-landing check should be
performed only after the airplane is brought to a
complete stop clear of the active runway. There have
been many cases of the pilot mistakenly grasping the
wrong handle and retracting the landing gear, instead
of the flaps, due to improper division of attention while
the airplane was moving. However, this procedure may
be modified if the manufacturer recommends that
specific after-landing items be accomplished during
landing rollout. For example, when performing a
short-field landing, the manufacturer may recommend
retracting the flaps on rollout to improve braking. In
this situation, the pilot should make a positive
identification of the flap control and retract the flaps.
CLEAR OF RUNWAY
Because of different features and equipment in various
airplanes, the after-landing checklist provided by the
manufacturer should be used. Some of the items may
include:
• Flaps . . . . . . . . . . . . . . . Identify and retract
• Cowl flaps . . . . . . . . . . . . . . . . . . . . . Open
• Propeller control . . . . . . . . . . . Full increase
• Trim tabs . . . . . . . . . . . . . . . . . . . . . . . . Set
PARKING
Unless parking in a designated, supervised area, the
pilot should select a location and heading which will
prevent the propeller or jet blast of other airplanes from
striking the airplane broadside. Whenever possible, the
airplane should be parked headed into the existing or
forecast wind. After stopping on the desired heading,
the airplane should be allowed to roll straight ahead
enough to straighten the nosewheel or tailwheel.
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ENGINE SHUTDOWN
Finally, the pilot should always use the procedures in
the manufacturer’s checklist for shutting down the
engine and securing the airplane. Some of the important
items include:
Set the parking brakes ON.
Set throttle to IDLE or 1,000 r.p.m. If turbocharged,
observe the manufacturer’s spool
down procedure.
Turn ignition switch OFF then ON at idle to
check for proper operation of switch in the OFF
position.
Set propeller control (if equipped) to FULL
INCREASE.
Turn electrical units and radios OFF.
Set mixture control to IDLE CUTOFF.
Turn ignition switch to OFF when engine stops.
Turn master electrical switch to OFF.
Install control lock.
POSTFLIGHT
Aflight is never complete until the engine is shut down
and the airplane is secured. Apilot should consider this
an essential part of any flight.
SECURING AND SERVICING
After engine shutdown and deplaning passengers, the
pilot should accomplish a postflight inspection. This
includes checking the general condition of the aircraft.
For a departure, the oil should be checked and fuel
added if required. If the aircraft is going to be inactive,
it is a good operating practice to fill the tanks to the
top to prevent water condensation from forming.
When the flight is completed for the day, the aircraft
should be hangared or tied down and the flight
controls secured.
•
•
•
•
•
•
•
•
• Ch 02.qxd 5/7/04 6:22 AM Page 2-12
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THE FOUR FUNDAMENTALS
There are four fundamental basic flight maneuvers
upon which all flying tasks are based: straight-andlevel
flight, turns, climbs, and descents. All
controlled flight consists of either one, or a combination
or more than one, of these basic maneuvers. If a student
pilot is able to perform these maneuvers well, and the
student’s proficiency is based on accurate “feel” and
control analysis rather than mechanical movements, the
ability to perform any assigned maneuver will only be
a matter of obtaining a clear visual and mental conception
of it. The flight instructor must impart a good
knowledge of these basic elements to the student, and
must combine them and plan their practice so that
perfect performance of each is instinctive without
conscious effort. The importance of this to the success
of flight training cannot be overemphasized. As the
student progresses to more complex maneuvers,
discounting any difficulties in visualizing the
maneuvers, most student difficulties will be caused by
a lack of training, practice, or understanding of the
principles of one or more of these fundamentals.
EFFECTS AND USE OF THE CONTROLS
In explaining the functions of the controls, the instructor
should emphasize that the controls never change in the
results produced in relation to the pilot. The pilot should
always be considered the center of movement of the airplane,
or the reference point from which the movements
of the airplane are judged and described. The following
will always be true, regardless of the airplane’s attitude
in relation to the Earth.
• When back pressure is applied to the elevator control,
the airplane’s nose rises in relation to the pilot.
• When forward pressure is applied to the elevator
control, the airplane’s nose lowers in relation to the
pilot.
• When right pressure is applied to the aileron control,
the airplane’s right wing lowers in relation to
the pilot.
• When left pressure is applied to the aileron control,
the airplane’s left wing lowers in relation to the
pilot.
• When pressure is applied to the right rudder pedal,
the airplane’s nose moves (yaws) to the right in
relation to the pilot.
• When pressure is applied to the left rudder pedal,
the airplane’s nose moves (yaws) to the left in
relation to the pilot.
The preceding explanations should prevent the
beginning pilot from thinking in terms of “up” or
“down” in respect to the Earth, which is only a relative
state to the pilot. It will also make understanding of the
functions of the controls much easier, particularly
when performing steep banked turns and the more
advanced maneuvers. Consequently, the pilot must be
able to properly determine the control application
required to place the airplane in any attitude or flight
condition that is desired.
The flight instructor should explain that the controls
will have a natural “live pressure” while in flight and
that they will remain in neutral position of their own
accord, if the airplane is trimmed properly.
With this in mind, the pilot should be cautioned
never to think of movement of the controls, but of
exerting a force on them against this live pressure or
resistance. Movement of the controls should not be
emphasized; it is the duration and amount of the
force exerted on them that effects the displacement
of the control surfaces and maneuvers the airplane.
The amount of force the airflow exerts on a control
surface is governed by the airspeed and the degree that
the surface is moved out of its neutral or streamlined
position. Since the airspeed will not be the same in all
maneuvers, the actual amount the control surfaces are
moved is of little importance; but it is important that
the pilot maneuver the airplane by applying sufficient
control pressure to obtain a desired result, regardless
of how far the control surfaces are actually moved.
The controls should be held lightly, with the fingers,
not grabbed and squeezed. Pressure should be exerted
on the control yoke with the fingers. A common error
in beginning pilots is a tendency to “choke the stick.”
This tendency should be avoided as it prevents the
development of “feel,” which is an important part of
aircraft control.
The pilot’s feet should rest comfortably against the
rudder pedals. Both heels should support the weight
of the feet on the cockpit floor with the ball of each
foot touching the individual rudder pedals. The legs
and feet should not be tense; they must be relaxed
just as when driving an automobile.
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When using the rudder pedals, pressure should be
applied smoothly and evenly by pressing with the ball
of one foot. Since the rudder pedals are interconnected,
and act in opposite directions, when pressure is applied
to one pedal, pressure on the other must be relaxed proportionately.
When the rudder pedal must be moved
significantly, heavy pressure changes should be made
by applying the pressure with the ball of the foot while
the heels slide along the cockpit floor. Remember, the
ball of each foot must rest comfortably on the rudder
pedals so that even slight pressure changes can be felt.
In summary, during flight, it is the pressure the pilot
exerts on the control yoke and rudder pedals that
causes the airplane to move about its axes. When a
control surface is moved out of its streamlined position
(even slightly), the air flowing past it will exert a force
against it and will try to return it to its streamlined position.
It is this force that the pilot feels as pressure on
the control yoke and the rudder pedals.
FEEL OF THE AIRPLANE
The ability to sense a flight condition, without relying
on cockpit instrumentation, is often called “feel of the
airplane,” but senses in addition to “feel” are involved.
Sounds inherent to flight are an important sense in
developing “feel.” The air that rushes past the modern
light plane cockpit/cabin is often masked by
soundproofing, but it can still be heard. When the
level of sound increases, it indicates that airspeed is
increasing. Also, the powerplant emits distinctive
sound patterns in different conditions of flight. The
sound of the engine in cruise flight may be different
from that in a climb, and different again from that in
a dive. When power is used in fixed-pitch propeller
airplanes, the loss of r.p.m. is particularly noticeable.
The amount of noise that can be heard will
depend on how much the slipstream masks it out.
But the relationship between slipstream noise and
powerplant noise aids the pilot in estimating not
only the present airspeed but the trend of the airspeed.
There are three sources of actual “feel” that are very
important to the pilot. One is the pilot’s own body as
it responds to forces of acceleration. The “G” loads
imposed on the airframe are also felt by the pilot.
Centripetal accelerations force the pilot down into the
seat or raise the pilot against the seat belt. Radial
accelerations, as they produce slips or skids of the airframe,
shift the pilot from side to side in the seat.
These forces need not be strong, only perceptible by
the pilot to be useful. An accomplished pilot who has
excellent “feel” for the airplane will be able to detect
even the minutest change.
The response of the aileron and rudder controls to the
pilot’s touch is another element of “feel,” and is one
that provides direct information concerning airspeed.
As previously stated, control surfaces move in the
airstream and meet resistance proportional to the
speed of the airstream. When the airstream is fast, the
controls are stiff and hard to move. When the airstream
is slow, the controls move easily, but must be deflected
a greater distance. The pressure that must be exerted
on the controls to effect a desired result, and the lag
between their movement and the response of the airplane,
becomes greater as airspeed decreases.
Another type of “feel” comes to the pilot through the
airframe. It consists mainly of vibration. An example
is the aerodynamic buffeting and shaking that precedes
a stall.
Kinesthesia, or the sensing of changes in direction or
speed of motion, is one of the most important senses a
pilot can develop. When properly developed, kinesthesia
can warn the pilot of changes in speed and/or
the beginning of a settling or mushing of the airplane.
The senses that contribute to “feel” of the airplane are
inherent in every person. However, “feel” must be
developed. The flight instructor should direct the
beginning pilot to be attuned to these senses and teach
an awareness of their meaning as it relates to various
conditions of flight. To do this effectively, the flight
instructor must fully understand the difference
between perceiving something and merely noticing it.
It is a well established fact that the pilot who develops
a “feel” for the airplane early in flight training will
have little difficulty with advanced flight maneuvers.
ATTITUDE FLYING
In contact (VFR) flying, flying by attitude means visually
establishing the airplane’s attitude with reference
to the natural horizon. Attitude is the
angular difference measured between an airplane’s
axis and the line of the Earth’s horizon. Pitch attitude
is the angle formed by the longitudinal axis, and bank
attitude is the angle formed by the lateral axis.
Rotation about the airplane’s vertical axis (yaw) is
termed an attitude relative to the airplane’s flightpath,
but not relative to the natural horizon.
In attitude flying, airplane control is composed of four
components: pitch control, bank control, power control,
and trim.
• Pitch control is the control of the airplane about
the lateral axis by using the elevator to raise and
lower the nose in relation to the natural horizon.
• Bank control is control of the airplane about the longitudinal
axis by use of the ailerons to attain a desired
bank angle in relation to the natural horizon.
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• Power control is used when the flight situation
indicates a need for a change in thrust.
• Trim is used to relieve all possible control pressures
held after a desired attitude has been
attained.
The primary rule of attitude flying is:
ATTITUDE + POWER = PERFORMANCE
INTEGRATED FLIGHT INSTRUCTION
When introducing basic flight maneuvers to a beginning
pilot, it is recommended that the “Integrated” or
“Composite” method of flight instruction be used. This
means the use of outside references and flight instruments
to establish and maintain desired flight attitudes
and airplane performance. When beginning
pilots use this technique, they achieve a more precise
and competent overall piloting ability. Although this
method of airplane control may become second nature
with experience, the beginning pilot must make a determined
effort to master the technique. The basic elements
of which are as follows.
• The airplane’s attitude is established and maintained
by positioning the airplane in relation to the
natural horizon. At least 90 percent of the pilot’s
attention should be devoted to this end, along with
PITCH CONTROL
BANK CONTROL
Figure 3-1. Airplane attitude is based on relative positions of the nose and wings on the natural horizon.
No more than
10% of the pilot's
attention should
be inside the
cockpit.
90% of the time, the pilot's attention should
be outside the cockpit.
Figure 3-2. Integrated or composite method of flight instruction.
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3-4
scanning for other airplanes. If, during a recheck of
the pitch and/or bank, either or both are found to be
other than desired, an immediate correction is made
to return the airplane to the proper attitude.
Continuous checks and immediate corrections will
allow little chance for the airplane to deviate from
the desired heading, altitude, and flightpath.
• The airplane’s attitude is confirmed by referring to
flight instruments, and its performance checked. If
airplane performance, as indicated by flight instruments,
indicates a need for correction, a specific
amount of correction must be determined, then
applied with reference to the natural horizon. The airplane’s
attitude and performance are then rechecked
by referring to flight instruments. The pilot then
maintains the corrected attitude by reference to the
natural horizon.
• The pilot should monitor the airplane’s performance
by making numerous quick glances at the
flight instruments. No more than 10 percent of the
pilot’s attention should be inside the cockpit. The
pilot must develop the skill to instantly focus on
the appropriate flight instrument, and then immediately
return to outside reference to control the
airplane’s attitude.
The pilot should become familiar with the relationship
between outside references to the natural horizon and
the corresponding indications on flight instruments
inside the cockpit. For example, a pitch attitude adjustment
may require a movement of the pilot’s reference
point on the airplane of several inches in relation to the
natural horizon, but correspond to a small fraction of
an inch movement of the reference bar on the airplane’s
attitude indicator. Similarly, a deviation from
desired bank, which is very obvious when referencing
the wingtip’s position relative to the natural horizon,
may be nearly imperceptible on the airplane’s attitude
indicator to the beginning pilot.
The use of integrated flight instruction does not, and is
not intended to prepare pilots for flight in instrument
weather conditions. The most common error made by the
beginning student is to make pitch or bank corrections
while still looking inside the cockpit. Control pressure is
applied, but the beginning pilot, not being familiar with
the intricacies of flight by references to instruments,
including such things as instrument lag and gyroscopic
precession, will invariably make excessive attitude corrections
and end up “chasing the instruments.” Airplane
attitude by reference to the natural horizon, however, is
immediate in its indications, accurate, and presented
many times larger than any instrument could be. Also,
the beginning pilot must be made aware that anytime, for
whatever reason, airplane attitude by reference to the natural
horizon cannot be established and/or maintained, the
situation should be considered a bona fide emergency.
STRAIGHT-AND-LEVEL FLIGHT
It is impossible to emphasize too strongly the necessity
for forming correct habits in flying straight and
level. All other flight maneuvers are in essence a
deviation from this fundamental flight maneuver.
Many flight instructors and students are prone to
believe that perfection in straight-and-level flight
will come of itself, but such is not the case. It is not
uncommon to find a pilot whose basic flying ability
consistently falls just short of minimum expected
standards, and upon analyzing the reasons for the
shortcomings to discover that the cause is the inability
to fly straight and level properly.
Straight-and-level flight is flight in which a constant
heading and altitude are maintained. It is accomplished
by making immediate and measured corrections for deviations
in direction and altitude from unintentional slight
turns, descents, and climbs. Level flight, at first, is a matter
of consciously fixing the relationship of the position of
some portion of the airplane, used as a reference point, with
the horizon. In establishing the reference points, the
instructor should place the airplane in the desired position
and aid the student in selecting reference points. The
instructor should be aware that no two pilots see this relationship
exactly the same. The references will depend on
where the pilot is sitting, the pilot’s height (whether short
or tall), and the pilot’s manner of sitting. It is, therefore,
important that during the fixing of this relationship, the
pilot sit in a normal manner; otherwise the points will not
be the same when the normal position is resumed.
In learning to control the airplane in level flight, it is
important that the student be taught to maintain a light
grip on the flight controls, and that the control forces
desired be exerted lightly and just enough to produce
the desired result. The student should learn to associate
the apparent movement of the references with the
forces which produce it. In this way, the student can
develop the ability to regulate the change desired in
the airplane’s attitude by the amount and direction of
forces applied to the controls without the necessity of
referring to instrument or outside references for each
minor correction.
The pitch attitude for level flight (constant altitude) is
usually obtained by selecting some portion of the airplane’s
nose as a reference point, and then keeping
that point in a fixed position relative to the horizon.
Using the principles of attitude flying,
that position should be cross-checked occasionally
against the altimeter to determine whether or not the
pitch attitude is correct. If altitude is being gained or
lost, the pitch attitude should be readjusted in relation
to the horizon and then the altimeter rechecked
to determine if altitude is now being maintained. The
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application of forward or back-elevator pressure is
used to control this attitude.
The pitch information obtained from the attitude indicator
also will show the position of the nose relative to
the horizon and will indicate whether elevator pressure
is necessary to change the pitch attitude to return to
level flight. However, the primary reference source is
the natural horizon.
In all normal maneuvers, the term “increase the pitch
attitude” implies raising the nose in relation to the horizon;
the term “decreasing the pitch attitude” means
lowering the nose.
Straight flight (laterally level flight) is accomplished
by visually checking the relationship of the airplane’s
wingtips with the horizon. Both wingtips should be
equidistant above or below the horizon (depending on
whether the airplane is a high-wing or low-wing type),
and any necessary adjustments should be made with
the ailerons, noting the relationship of control pressure
and the airplane’s attitude. The student
should understand that anytime the wings are banked,
even though very slightly, the airplane will turn. The
objective of straight-and-level flight is to detect small
deviations from laterally level flight as soon as they
occur, necessitating only small corrections. Reference
to the heading indicator should be made to note any
change in direction.
STRAIGHT AND LEVEL
Fixed
Reference Point
Figure 3-3. Nose reference for straight-and-level flight.
Figure 3-4. Wingtip reference for straight-and-level flight.
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Continually observing the wingtips has advantages
other than being the only positive check for leveling the
wings. It also helps divert the pilot’s attention from the
airplane’s nose, prevents a fixed stare, and automatically
expands the pilot’s area of vision by increasing the range
necessary for the pilot’s vision to cover. In practicing
straight-and-level-flight, the wingtips can be used not
only for establishing the airplane’s laterally level attitude
or bank, but to a lesser degree, its pitch attitude.
This is noted only for assistance in learning straight-andlevel
flight, and is not a recommended practice in normal
operations.
The scope of a student’s vision is also very important,
for if it is obscured the student will tend to look out to
one side continually (usually the left) and consequently
lean that way. This not only gives the student a biased
angle from which to judge, but also causes the student
to exert unconscious pressure on the controls in that
direction, which results in dragging a wing.
With the wings approximately level, it is possible to
maintain straight flight by simply exerting the necessary
forces on the rudder in the desired direction.
However, the instructor should point out that the
practice of using rudder alone is not correct and may
make precise control of the airplane difficult.
Straight–and-level flight requires almost no application
of control pressures if the airplane is properly
trimmed and the air is smooth. For that reason, the
student must not form the habit of constantly moving
the controls unnecessarily. The student must learn to
recognize when corrections are necessary, and then to
make a measured response easily and naturally.
To obtain the proper conception of the forces
required on the rudder during straight-and-levelflight,
the airplane must be held level. One of the
most common faults of beginning students is the
tendency to concentrate on the nose of the airplane
and attempting to hold the wings level by observing
the curvature of the nose cowling. With this method,
the reference line is very short and the deviation,
particularly if very slight, can go unnoticed. Also, a
very small deviation from level, by this short reference
line, becomes considerable at the wingtips and
results in an appreciable dragging of one wing. This
attitude requires the use of additional rudder to
maintain straight flight, giving a false conception of
neutral control forces. The habit of dragging one
wing, and compensating with rudder pressure, if
allowed to develop is particularly hard to break, and
if not corrected will result in considerable difficulty
in mastering other flight maneuvers.
For all practical purposes, the airspeed will remain constant
in straight-and-level flight with a constant power
setting. Practice of intentional airspeed changes, by
increasing or decreasing the power, will provide an
excellent means of developing proficiency in maintaining
straight-and-level flight at various speeds.
Significant changes in airspeed will, of course, require
considerable changes in pitch attitude and pitch trim to
maintain altitude. Pronounced changes in pitch attitude
and trim will also be necessary as the flaps and landing
gear are operated.
Common errors in the performance of straight-andlevel
flight are:
• Attempting to use improper reference points on
the airplane to establish attitude.
• Forgetting the location of preselected reference
points on subsequent flights.
• Attempting to establish or correct airplane attitude
using flight instruments rather than outside visual
reference.
• Attempting to maintain direction using only rudder
control.
• Habitually flying with one wing low.
• “Chasing” the flight instruments rather than
adhering to the principles of attitude flying.
• Too tight a grip on the flight controls resulting in
overcontrol and lack of feel.
• Pushing or pulling on the flight controls rather
than exerting pressure against the airstream.
• Improper scanning and/or devoting insufficient
time to outside visual reference. (Head in the
cockpit.)
• Fixation on the nose (pitch attitude) reference
point.
• Unnecessary or inappropriate control inputs.
• Failure to make timely and measured control
inputs when deviations from straight-and-level
flight are detected.
• Inadequate attention to sensory inputs in developing
feel for the airplane.
TRIM CONTROL
The airplane is designed so that the primary flight
controls (rudder, aileron, and elevator) are streamlined
with the nonmovable airplane surfaces when
the airplane is cruising straight-and-level at normal
weight and loading. If the airplane is flying out of
that basic balanced condition, one or more of the
control surfaces is going to have to be held out of its
streamlined position by continuous control input.
The use of trim tabs relieves the pilot of this requirement.
Proper trim technique is a very important and
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3-7
often overlooked basic flying skill. An improperly
trimmed airplane requires constant control pressures,
produces pilot tension and fatigue, distracts the pilot
from scanning, and contributes to abrupt and erratic
airplane attitude control.
Because of their relatively low power and speed, not
all light airplanes have a complete set of trim tabs
that are adjustable from the cockpit. In airplanes
where rudder, aileron, and elevator trim are available,
a definite sequence of trim application should
be used. Elevator/stabilator should be trimmed first
to relieve the need for control pressure to maintain
constant airspeed/pitch attitude. Attempts to trim the
rudder at varying airspeed are impractical in propeller
driven airplanes because of the change in the
torque correcting offset of the vertical fin. Once a
constant airspeed/pitch attitude has been established,
the pilot should hold the wings level with aileron
pressure while rudder pressure is trimmed out.
Aileron trim should then be adjusted to relieve any
lateral control yoke pressure.
A common trim control error is the tendency to
overcontrol the airplane with trim adjustments. To
avoid this the pilot must learn to establish and hold
the airplane in the desired attitude using the primary
flight controls. The proper attitude should be established
with reference to the horizon and then verified
by reference to performance indications on the
flight instruments. The pilot should then apply trim
in the above sequence to relieve whatever hand and
foot pressure had been required. The pilot must
avoid using the trim to establish or correct airplane
attitude. The airplane attitude must be established
and held first, then control pressures trimmed out
so that the airplane will maintain the desired attitude
in “hands off” flight. Attempting to “fly the
airplane with the trim tabs” is a common fault in
basic flying technique even among experienced
pilots.
A properly trimmed airplane is an indication of good
piloting skills. Any control pressures the pilot feels
should be a result of deliberate pilot control input during
a planned change in airplane attitude, not a result
of pressures being applied by the airplane because the
pilot is allowing it to assume control.
LEVEL TURNS
Aturn is made by banking the wings in the direction of
the desired turn. Aspecific angle of bank is selected by
the pilot, control pressures applied to achieve the
desired bank angle, and appropriate control pressures
exerted to maintain the desired bank angle once it is
established.
All four primary controls are used in close coordination
when making turns. Their functions are as follows.
• The ailerons bank the wings and so determine the
rate of turn at any given airspeed.
• The elevator moves the nose of the airplane up or
down in relation to the pilot, and perpendicular to
the wings. Doing that, it both sets the pitch attitude
in the turn and “pulls” the nose of the airplane
around the turn.
• The throttle provides thrust which may be used for
airspeed to tighten the turn.
• The rudder offsets any yaw effects developed by
the other controls. The rudder does not turn the airplane.
For purposes of this discussion, turns are divided into
three classes: shallow turns, medium turns, and steep
turns.
• Shallow turns are those in which the bank (less
than approximately 20°) is so shallow that the
inherent lateral stability of the airplane is acting to
level the wings unless some aileron is applied to
maintain the bank.
• Medium turns are those resulting from a degree of
bank (approximately 20° to 45°) at which the airplane
remains at a constant bank.
Figure 3-5. Level turn to the left.
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Steep turns are those resulting from a degree of
bank (45° or more) at which the “overbanking
tendency” of an airplane overcomes stability, and
the bank increases unless aileron is applied to
prevent it.
Changing the direction of the wing’s lift toward one
side or the other causes the airplane to be pulled in that
direction. Applying coordinated aileron
and rudder to bank the airplane in the direction of the
desired turn does this.
When an airplane is flying straight and level, the total lift
is acting perpendicular to the wings and to the Earth. As
the airplane is banked into a turn, the lift then becomes
the resultant of two components. One, the vertical lift
component, continues to act perpendicular to the Earth
and opposes gravity. Second, the horizontal lift component
(centripetal) acts parallel to the Earth’s surface and
opposes inertia (apparent centrifugal force). These two
lift components act at right angles to each other, causing
the resultant total lifting force to act perpendicular to the
banked wing of the airplane. It is the horizontal lift component
that actually turns the airplane—not the rudder.
When applying aileron to bank the airplane, the lowered
aileron (on the rising wing) produces a greater drag than
the raised aileron (on the lowering wing).
This increased aileron yaws the airplane toward the rising
wing, or opposite to the direction of turn. To counteract
this adverse yawing moment, rudder pressure must be
applied simultaneously with aileron in the desired
direction of turn. This action is required to produce a
coordinated turn.
After the bank has been established in a medium
banked turn, all pressure applied to the aileron may be
relaxed. The airplane will remain at the selected bank
with no further tendency to yaw since there is no
longer a deflection of the ailerons. As a result, pressure
may also be relaxed on the rudder pedals, and the
rudder allowed to streamline itself with the direction
of the slipstream. Rudder pressure maintained after the
turn is established will cause the airplane to skid to the
outside of the turn. If a definite effort is made to center
the rudder rather than let it streamline itself to the turn,
it is probable that some opposite rudder pressure will
be exerted inadvertently. This will force the airplane to
yaw opposite its turning path, causing the airplane to
slip to the inside of the turn. The ball in the turn-andslip
indicator will be displaced off-center whenever
the airplane is skidding or slipping sideways. [Figure
3-8] In proper coordinated flight, there is no skidding
or slipping. An essential basic airmanship skill is the
ability of the pilot to sense or “feel” any uncoordinated
condition (slip or skid) without referring to instrument
reference. During this stage of training, the flight
instructor should stress the development of this ability
and insist on its use to attain perfect coordination in all
subsequent training.
In all constant altitude, constant airspeed turns, it is
necessary to increase the angle of attack of the wing
when rolling into the turn by applying up elevator.
This is required because part of the vertical lift has
been diverted to horizontal lift. Thus, the total lift must
be increased to compensate for this loss.
To stop the turn, the wings are returned to level flight
by the coordinated use of the ailerons and rudder
applied in the opposite direction. To understand the
relationship between airspeed, bank, and radius of
turn, it should be noted that the rate of turn at any
given true airspeed depends on the horizontal lift component.
The horizontal lift component varies in proportion
to the amount of bank. Therefore, the rate of
turn at a given true airspeed increases as the angle of
bank is increased. On the other hand, when a turn is
made at a higher true airspeed at a given bank angle,
the inertia is greater and the horizontal lift component
required for the turn is greater, causing the turning rate
Figure 3-6. Change in lift causes airplane to turn. More lift
Additional
induced drag
Rudder overcomes
adverse yaw to
coordinate the turn
Reduced lift
Figure 3-7. Forces during a turn.
Ch 03.qxd 7/13/04 11:08 AM Page 3-8
3-9
to become slower. Therefore,
at a given angle of bank, a higher true airspeed will
make the radius of turn larger because the airplane will
be turning at a slower rate.
When changing from a shallow bank to a medium
bank, the airspeed of the wing on the outside of the turn
increases in relation to the inside wing as the radius of
turn decreases. The additional lift developed because
of this increase in speed of the wing balances the
inherent lateral stability of the airplane. At any given
airspeed, aileron pressure is not required to maintain
the bank. If the bank is allowed to increase from a
medium to a steep bank, the radius of turn decreases
further. The lift of the outside wing causes the bank to
steepen and opposite aileron is necessary to keep the
bank constant.
As the radius of the turn becomes smaller, a significant
difference develops between the speed of the inside
wing and the speed of the outside wing. The wing on
the outside of the turn travels a longer circuit than the
inside wing, yet both complete their respective circuits
in the same length of time. Therefore, the outside wing
travels faster than the inside wing, and as a result, it
develops more lift. This creates an overbanking
tendency that must be controlled by the use of the
ailerons. Because the outboard wing is
developing more lift, it also has more induced drag.
This causes a slight slip during steep turns that must be
corrected by use of the rudder.
Sometimes during early training in steep turns, the
nose may be allowed to get excessively low resulting
in a significant loss in altitude. To recover, the pilot
should first reduce the angle of bank with coordinated
use of the rudder and aileron, then raise the nose of the
airplane to level flight with the elevator. If recovery
from an excessively nose-low steep bank condition is
attempted by use of the elevator only, it will cause a
steepening of the bank and could result in overstressing
the airplane. Normally, small corrections for pitch
during steep turns are accomplished with the elevator,
and the bank is held constant with the ailerons.
To establish the desired angle of bank, the pilot should
use outside visual reference points, as well as the bank
indicator on the attitude indicator.
The best outside reference for establishing the degree of
bank is the angle formed by the raised wing of low-wing
airplanes (the lowered wing of high-wing airplanes) and
the horizon, or the angle made by the top of the engine
cowling and the horizon.
Since on most light airplanes the engine cowling is fairly
flat, its horizontal angle to the horizon will give some
indication of the approximate degree of bank. Also,
information obtained from the attitude indicator will
show the angle of the wing in relation to the horizon.
Information from the turn coordinator, however, will not.
SKID COORDINATED SLIP
TURN
Pilot feels
sideways force
to outside of turn
Pilot feels
force straight
down into seat
Pilot feels
sideways force
to inside of turn
Ball to outside
of turn
Ball centered Ball to inside
of turn
Figure 3-8. Indications of a slip and skid.
OVERBANKING TENDENCY
Outer wing travels greater distance
• Higher Speed
• More Lift
Inner wing travels shorter distance
• Lower speed
• Less lift
Figure 3-10. Overbanking tendency during a steep turn.
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3-10
CONSTANT AIRSPEED
10° Angle of Bank
20° Angle of Bank
30° Angle of Bank
When airspeed is
held constant, a
larger angle of bank
will result in a
smaller turn radius
and a greater turn
rate.
CONSTANT ANGLE OF BANK
When angle of bank
is held constant, a
slower airspeed will
result in a smaller
turn radius and
greater turn rate.
80 kts
90 kts
100 kts
Figure 3-9. Angle of bank and airspeed regulate rate and radius of turn.
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The pilot’s posture while seated in the airplane is very
important, particularly during turns. It will affect the
interpretation of outside visual references. At the
beginning, the student may lean away from the turn in
an attempt to remain upright in relation to the ground
rather than ride with the airplane. This should be corrected
immediately if the student is to properly learn to
use visual references.
Parallax error is common among students and experienced
pilots. This error is a characteristic of airplanes
that have side-by-side seats because the pilot is seated to
one side of the longitudinal axis about which the airplane
rolls. This makes the nose appear to rise when making a
left turn and to descend when making right turns. [Figure
3-13]
Beginning students should not use large aileron and
rudder applications because this produces a rapid roll
rate and allows little time for corrections before the
desired bank is reached. Slower (small control displacement)
roll rates provide more time to make
necessary pitch and bank corrections. As soon as
the airplane rolls from the wings-level attitude, the
nose should also start to move along the horizon,
increasing its rate of travel proportionately as the
bank is increased.
The following variations provide excellent guides.
• If the nose starts to move before the bank starts,
rudder is being applied too soon.
• If the bank starts before the nose starts turning, or
the nose moves in the opposite direction, the rudder
is being applied too late.
• If the nose moves up or down when entering a
bank, excessive or insufficient up elevator is being
applied.
As the desired angle of bank is established, aileron
and rudder pressures should be relaxed. This will
stop the bank from increasing because the aileron
and rudder control surfaces will be neutral in their
streamlined position. The up-elevator pressure
should not be relaxed, but should be held constant to
maintain a constant altitude. Throughout the turn, the
pilot should cross-check the airspeed indicator, and
if the airspeed has decreased more than 5 knots, additional
power should be used. The cross-check should
also include outside references, altimeter, and vertical
speed indicator (VSI), which can help determine
whether or not the pitch attitude is correct. If gaining
or losing altitude, the pitch attitude should be
adjusted in relation to the horizon, and then the
altimeter and VSI rechecked to determine if altitude
is being maintained.
Figure 3-11. Visual reference for angle of bank.
RIGHT WRONG
Figure 3-13. Parallax view.
Figure 3-12. Right and wrong posture while seated in the
airplane.
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3-12
During all turns, the ailerons, rudder, and elevator are
used to correct minor variations in pitch and bank just
as they are in straight-and-level flight.
The rollout from a turn is similar to the roll-in except
the flight controls are applied in the opposite direction.
Aileron and rudder are applied in the direction of the
rollout or toward the high wing. As the angle of bank
decreases, the elevator pressure should be relaxed as
necessary to maintain altitude.
Since the airplane will continue turning as long as there
is any bank, the rollout must be started before reaching
the desired heading. The amount of lead required to roll
out on the desired heading will depend on the degree of
bank used in the turn. Normally, the lead is one-half the
degrees of bank. For example, if the bank is 30°, lead the
rollout by 15°. As the wings become level, the control
pressures should be smoothly relaxed so that the controls
are neutralized as the airplane returns to straight-andlevel
flight. As the rollout is being completed, attention
should be given to outside visual references, as well as
the attitude and heading indicators to determine that the
wings are being leveled and the turn stopped.
Instruction in level turns should begin with medium
turns, so that the student has an opportunity to grasp
the fundamentals of turning flight without having
to deal with overbanking tendency, or the inherent
stability of the airplane attempting to level the
wings. The instructor should not ask the student to
roll the airplane from bank to bank, but to change
its attitude from level to bank, bank to level, and so
on with a slight pause at the termination of each
phase. This pause allows the airplane to free itself
from the effects of any misuse of the controls and
assures a correct start for the next turn. During
these exercises, the idea of control forces, rather
than movement, should be emphasized by pointing
out the resistance of the controls to varying forces
applied to them. The beginning student should be
encouraged to use the rudder freely. Skidding in this
phase indicates positive control use, and may be
easily corrected later. The use of too little rudder, or
rudder use in the wrong direction at this stage of
training, on the other hand, indicates a lack of
proper conception of coordination.
In practicing turns, the action of the airplane’s nose
will show any error in coordination of the controls.
Often, during the entry or recovery from a bank, the
nose will describe a vertical arc above or below the
horizon, and then remain in proper position after the
bank is established. This is the result of lack of timing
and coordination of forces on the elevator and rudder
controls during the entry and recovery. It indicates that
the student has a knowledge of correct turns, but that
entry and recovery techniques are in error.
Because the elevator and ailerons are on one control,
and pressures on both are executed simultaneously, the
beginning pilot is often apt to continue pressure on one
of these unintentionally when force on the other only
is intended. This is particularly true in left-hand turns,
because the position of the hands makes correct
movements slightly awkward at first. This is sometimes
responsible for the habit of climbing slightly in
right-hand turns and diving slightly in left-hand
turns. This results from many factors, including the
unequal rudder pressures required to the right and to
the left when turning, due to the torque effect.
The tendency to climb in right-hand turns and descend
in left-hand turns is also prevalent in airplanes having
side-by-side cockpit seating. In this case, it is due to
the pilot’s being seated to one side of the longitudinal
axis about which the airplane rolls. This makes the
nose appear to rise during a correctly executed left turn
and to descend during a correctly executed right turn.
An attempt to keep the nose on the same apparent level
will cause climbing in right turns and diving in left
turns.
Excellent coordination and timing of all the controls in
turning requires much practice. It is essential that this
coordination be developed, because it is the very basis
of this fundamental flight maneuver.
If the body is properly relaxed, it will act as a pendulum
and may be swayed by any force acting on it.
During a skid, it will be swayed away from the turn,
and during a slip, toward the inside of the turn. The
same effects will be noted in tendencies to slide on the
seat. As the “feel” of flying develops, the properly
directed student will become highly sensitive to this
last tendency and will be able to detect the presence
of, or even the approach of, a slip or skid long before
any other indication is present.
Common errors in the performance of level turns are:
• Failure to adequately clear the area before beginning
the turn.
• Attempting to execute the turn solely by instrument
reference.
• Attempting to sit up straight, in relation to the
ground, during a turn, rather than riding with the
airplane.
• Insufficient feel for the airplane as evidenced by
the inability to detect slips/skids without reference
to flight instruments.
• Attempting to maintain a constant bank angle by
referencing the “cant” of the airplane’s nose.
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• Fixating on the nose reference while excluding
wingtip reference.
• “Ground shyness”—making “flat turns” (skidding)
while operating at low altitudes in a conscious
or subconscious effort to avoid banking
close to the ground.
• Holding rudder in the turn.
• Gaining proficiency in turns in only one direction
(usually the left).
• Failure to coordinate the use of throttle with other
controls.
• Altitude gain/loss during the turn.
CLIMBS AND CLIMBING TURNS
When an airplane enters a climb, it changes its flightpath
from level flight to an inclined plane or climb
attitude. In a climb, weight no longer acts in a direction
perpendicular to the flightpath. It acts in a rearward
direction. This causes an increase in total drag
requiring an increase in thrust (power) to balance the
forces. An airplane can only sustain a climb angle
when there is sufficient thrust to offset increased drag;
therefore, climb is limited by the thrust available.
Like other maneuvers, climbs should be performed
using outside visual references and flight instruments.
It is important that the pilot know the engine power
settings and pitch attitudes that will produce the following
conditions of climb.
NORMAL CLIMB—Normal climb is performed at
an airspeed recommended by the airplane manufacturer.
Normal climb speed is generally somewhat
higher than the airplane’s best rate of climb. The additional
airspeed provides better engine cooling, easier
control, and better visibility over the nose. Normal
climb is sometimes referred to as “cruise climb.”
Complex or high performance airplanes may have a
specified cruise climb in addition to normal climb.
BEST RATE OF CLIMB—Best rate of climb (VY) is
performed at an airspeed where the most excess power
is available over that required for level flight. This
condition of climb will produce the most gain in altitude
in the least amount of time (maximum rate of
climb in feet per minute). The best rate of climb made
at full allowable power is a maximum climb. It must
be fully understood that attempts to obtain more
climb performance than the airplane is capable of by
increasing pitch attitude will result in a decrease in
the rate of altitude gain.
BEST ANGLE OF CLIMB—Best angle of climb
(VX) is performed at an airspeed that will produce the
most altitude gain in a given distance. Best angle-ofclimb
airspeed (VX) is considerably lower than best
rate of climb (VY), and is the airspeed where the most
excess thrust is available over that required for level
flight. The best angle of climb will result in a steeper
climb path, although the airplane will take longer to
reach the same altitude than it would at best rate of
climb. The best angle of climb, therefore, is used in
clearing obstacles after takeoff.
It should be noted that, as altitude increases, the speed
for best angle of climb increases, and the speed for best
rate of climb decreases. The point at which these two
speeds meet is the absolute ceiling of the airplane.
A straight climb is entered by gently increasing pitch
attitude to a predetermined level using back-elevator
pressure, and simultaneously increasing engine power
to the climb power setting. Due to an increase in
downwash over the horizontal stabilizer as power is
applied, the airplane’s nose will tend to immediately
begin to rise of its own accord to an attitude higher than
Best angle-of-climb airspeed (Vx)
gives the greatest altitude gain in the
shortest horizontal distance.
Best rate-of-climb airspeed (Vy)
gives the greatest altitude gain
in the shortest time.
Figure 3-14. Best angle of climb vs. best rate of climb.
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3-14
that at which it would stabilize. The pilot must be prepared
for this.
As a climb is started, the airspeed will gradually diminish.
This reduction in airspeed is gradual because of
the initial momentum of the airplane. The thrust
required to maintain straight-and-level flight at a given
airspeed is not sufficient to maintain the same airspeed
in a climb. Climbing flight requires more power than
flying level because of the increased drag caused by
gravity acting rearward. Therefore, power must be
advanced to a higher power setting to offset the
increased drag.
The propeller effects at climb power are a primary factor.
This is because airspeed is significantly slower
than at cruising speed, and the airplane’s angle of
attack is significantly greater. Under these conditions,
torque and asymmetrical loading of the propeller will
cause the airplane to roll and yaw to the left. To
counteract this, the right rudder must be used.
During the early practice of climbs and climbing turns,
this may make coordination of the controls seem awkward
(left climbing turn holding right rudder), but after
a little practice this correction for propeller effects will
become instinctive.
Trim is also a very important consideration during a
climb. After the climb has been established, the airplane
should be trimmed to relieve all pressures from
the flight controls. If changes are made in the pitch attitude,
power, or airspeed, the airplane should be
retrimmed in order to relieve control pressures.
When performing a climb, the power should be
advanced to the climb power recommended by the
manufacturer. If the airplane is equipped with a controllable-
pitch propeller, it will have not only an
engine tachometer, but also a manifold pressure gauge.
Normally, the flaps and landing gear (if retractable)
should be in the retracted position to reduce drag.
As the airplane gains altitude during a climb, the manifold
pressure gauge (if equipped) will indicate a loss
in manifold pressure (power). This is because the same
volume of air going into the engine’s induction system
gradually decreases in density as altitude increases.
When the volume of air in the manifold decreases, it
causes a loss of power. This will occur at the rate of
approximately 1-inch of manifold pressure for each
1,000-foot gain in altitude. During prolonged climbs,
the throttle must be continually advanced, if constant
power is to be maintained.
To enter the climb, simultaneously advance the throttle
and apply back-elevator pressure to raise the nose of the
airplane to the proper position in relation to the horizon.
As power is increased, the airplane’s nose will rise due
to increased download on the stabilizer. This is caused
by increased slipstream. As the pitch attitude increases
and the airspeed decreases, progressively more right
rudder must be applied to compensate for propeller
effects and to hold a constant heading.
After the climb is established, back-elevator pressure
must be maintained to keep the pitch attitude constant.
As the airspeed decreases, the elevators will try to
return to their neutral or streamlined position, and the
airplane’s nose will tend to lower. Nose-up elevator
trim should be used to compensate for this so that the
pitch attitude can be maintained without holding backelevator
pressure. Throughout the climb, since the
power is fixed at the climb power setting, the airspeed
is controlled by the use of elevator.
A cross-check of the airspeed indicator, attitude indicator,
and the position of the airplane’s nose in relation
to the horizon will determine if the pitch attitude is
correct. At the same time, a constant heading should
be held with the wings level if a straight climb is being
performed, or a constant angle of bank and rate of turn
if a climbing turn is being performed.
To return to straight-and-level flight from a climb, it is
necessary to initiate the level-off at approximately 10
percent of the rate of climb. For example, if the airplane
is climbing at 500 feet per minute (f.p.m.), leveling off
should start 50 feet below the desired altitude. The nose
must be lowered gradually because a loss of altitude
will result if the pitch attitude is changed to the level
flight position without allowing the airspeed to increase
proportionately.
Absolute Ceiling
Service Ceiling
Figure 3-15. Absolute ceiling.
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After the airplane is established in level flight at a
constant altitude, climb power should be retained
temporarily so that the airplane will accelerate to the
cruise airspeed more rapidly. When the speed reaches
the desired cruise speed, the throttle setting and the
propeller control (if equipped) should be set to the
cruise power setting and the airplane trimmed. After
allowing time for engine temperatures to stabilize,
adjust the mixture control as required.
In the performance of climbing turns, the following
factors should be considered.
• With a constant power setting, the same pitch attitude
and airspeed cannot be maintained in a bank
as in a straight climb due to the increase in the total
lift required.
• The degree of bank should not be too steep. A
steep bank significantly decreases the rate of
climb. The bank should always remain constant.
• It is necessary to maintain a constant airspeed and
constant rate of turn in both right and left turns.
The coordination of all flight controls is a primary
factor.
• At a constant power setting, the airplane will climb
at a slightly shallower climb angle because some
of the lift is being used to turn the airplane.
• Attention should be diverted from fixation on the
airplane’s nose and divided equally among inside
and outside references.
There are two ways to establish a climbing turn. Either
establish a straight climb and then turn, or enter the
climb and turn simultaneously. Climbing turns should
be used when climbing to the local practice area.
Climbing turns allow better visual scanning, and it is
easier for other pilots to see a turning aircraft.
In any turn, the loss of vertical lift and increased
induced drag, due to increased angle of attack,
becomes greater as the angle of bank is increased. So
shallow turns should be used to maintain an efficient
rate of climb.
All the factors that affect the airplane during level
(constant altitude) turns will affect it during climbing
turns or any other training maneuver. It will be noted
that because of the low airspeed, aileron drag (adverse
yaw) will have a more prominent effect than it did in
straight-and-level flight and more rudder pressure will
have to be blended with aileron pressure to keep the
airplane in coordinated flight during changes in bank
angle. Additional elevator back pressure and trim will
also have to be used to compensate for centrifugal
force, for the loss of vertical lift, and to keep pitch attitude
constant.
During climbing turns, as in any turn, the loss of vertical
lift and induced drag due to increased angle of
attack becomes greater as the angle of bank is
increased, so shallow turns should be used to maintain
an efficient rate of climb. If a medium or steep banked
turn is used, climb performance will be degraded.
Common errors in the performance of climbs and
climbing turns are:
• Attempting to establish climb pitch attitude by referencing
the airspeed indicator, resulting in “chasing”
the airspeed.
• Applying elevator pressure too aggressively,
resulting in an excessive climb angle.
• Applying elevator pressure too aggressively during
level-off resulting in negative “G” forces.
• Inadequate or inappropriate rudder pressure during
climbing turns.
• Allowing the airplane to yaw in straight climbs,
usually due to inadequate right rudder pressure.
• Fixation on the nose during straight climbs, resulting
in climbing with one wing low.
• Failure to initiate a climbing turn properly with use
of rudder and elevators, resulting in little turn, but
rather a climb with one wing low.
• Improper coordination resulting in a slip which
counteracts the effect of the climb, resulting in little
or no altitude gain.
• Inability to keep pitch and bank attitude constant
during climbing turns.
• Attempting to exceed the airplane’s climb capability.
DESCENTS AND DESCENDING TURNS
When an airplane enters a descent, it changes its flightpath
from level to an inclined plane. It is important that
Figure 3-16. Climb indications.
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3-16
the pilot know the power settings and pitch attitudes
that will produce the following conditions of descent.
PARTIAL POWER DESCENT—The normal
method of losing altitude is to descend with partial
power. This is often termed “cruise” or “enroute”
descent. The airspeed and power setting recommended
by the airplane manufacturer for prolonged descent
should be used. The target descent rate should be 400 –
500 f.p.m. The airspeed may vary from cruise airspeed
to that used on the downwind leg of the landing pattern.
But the wide range of possible airspeeds should
not be interpreted to permit erratic pitch changes. The
desired airspeed, pitch attitude, and power combination
should be preselected and kept constant.
DESCENT AT MINIMUM SAFE AIRSPEED—A
minimum safe airspeed descent is a nose-high, power
assisted descent condition principally used for clearing
obstacles during a landing approach to a short runway.
The airspeed used for this descent condition is recommended
by the airplane manufacturer and normally is
no greater than 1.3 VSO. Some characteristics of the
minimum safe airspeed descent are a steeper than normal
descent angle, and the excessive power that may
be required to produce acceleration at low airspeed
should “mushing” and/or an excessive rate of descent
be allowed to develop.
GLIDES—A glide is a basic maneuver in which the
airplane loses altitude in a controlled descent with little
or no engine power; forward motion is maintained by
gravity pulling the airplane along an inclined path and
the descent rate is controlled by the pilot balancing the
forces of gravity and lift.
Although glides are directly related to the practice of
power-off accuracy landings, they have a specific
operational purpose in normal landing approaches, and
forced landings after engine failure. Therefore, it is
necessary that they be performed more subconsciously
than other maneuvers because most of the time during
their execution, the pilot will be giving full attention to
details other than the mechanics of performing the
maneuver. Since glides are usually performed relatively
close to the ground, accuracy of their execution
and the formation of proper technique and habits are of
special importance.
Because the application of controls is somewhat different
in glides than in power-on descents, gliding
maneuvers require the perfection of a technique
somewhat different from that required for ordinary
power-on maneuvers. This control difference is
caused primarily by two factors—the absence of the
usual propeller slipstream, and the difference in the
relative effectiveness of the various control surfaces
at slow speeds.
The glide ratio of an airplane is the distance the airplane
will, with power off, travel forward in relation to
the altitude it loses. For instance, if an airplane travels
10,000 feet forward while descending 1,000 feet, its
glide ratio is said to be 10 to 1.
The glide ratio is affected by all four fundamental
forces that act on an airplane (weight, lift, drag, and
thrust). If all factors affecting the airplane are constant,
the glide ratio will be constant. Although the effect of
wind will not be covered in this section, it is a very
prominent force acting on the gliding distance of the
airplane in relationship to its movement over the
ground. With a tailwind, the airplane will glide farther
because of the higher groundspeed. Conversely, with a
headwind the airplane will not glide as far because of
the slower groundspeed.
Variations in weight do not affect the glide angle provided
the pilot uses the correct airspeed. Since it is the
lift over drag (L/D) ratio that determines the distance the
airplane can glide, weight will not affect the distance.
The glide ratio is based only on the relationship of the
aerodynamic forces acting on the airplane. The only
effect weight has is to vary the time the airplane will
glide. The heavier the airplane the higher the airspeed
must be to obtain the same glide ratio. For example, if
two airplanes having the same L/D ratio, but different
weights, start a glide from the same altitude, the heavier
airplane gliding at a higher airspeed will arrive at the
same touchdown point in a shorter time. Both airplanes
will cover the same distance, only the lighter airplane
will take a longer time.
Under various flight conditions, the drag factor may
change through the operation of the landing gear
and/or flaps. When the landing gear or the flaps are
extended, drag increases and the airspeed will
decrease unless the pitch attitude is lowered. As the
pitch is lowered, the glidepath steepens and reduces
the distance traveled. With the power off, a windmilling
propeller also creates considerable drag,
thereby retarding the airplane’s forward movement.
Although the propeller thrust of the airplane is normally
dependent on the power output of the engine,
the throttle is in the closed position during a glide so
the thrust is constant. Since power is not used during a
glide or power-off approach, the pitch attitude must be
adjusted as necessary to maintain a constant airspeed.
The best speed for the glide is one at which the airplane
will travel the greatest forward distance for a
given loss of altitude in still air. This best glide speed
corresponds to an angle of attack resulting in the least
drag on the airplane and giving the best lift-to-drag
ratio (L/DMAX).
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Any change in the gliding airspeed will result in a proportionate
change in glide ratio. Any speed, other than
the best glide speed, results in more drag. Therefore, as
the glide airspeed is reduced or increased from the
optimum or best glide speed, the glide ratio is also
changed. When descending at a speed below the best
glide speed, induced drag increases. When descending
at a speed above best glide speed, parasite drag
increases. In either case, the rate of descent will
increase.
This leads to a cardinal rule of airplane flying that a
student pilot must understand and appreciate: The pilot
must never attempt to “stretch” a glide by applying
back-elevator pressure and reducing the airspeed
below the airplane’s recommended best glide speed.
Attempts to stretch a glide will invariably result in an
increase in the rate and angle of descent and may precipitate
an inadvertent stall.
To enter a glide, the pilot should close the throttle and
advance the propeller (if so equipped) to low pitch
(high r.p.m.). A constant altitude should be held with
back pressure on the elevator control until the airspeed
decreases to the recommended glide speed. Due to a
decrease in downwash over the horizontal stabilizer as
power is reduced, the airplane’s nose will tend to
immediately begin to lower of its own accord to an attitude
lower than that at which it would stabilize. The
pilot must be prepared for this. To keep pitch attitude
constant after a power change, the pilot must counteract
the immediate trim change. If the pitch attitude
is allowed to decrease during glide entry, excess
speed will be carried into the glide and retard the
attainment of the correct glide angle and airspeed.
Speed should be allowed to dissipate before the pitch
attitude is decreased. This point is particularly
important in so-called clean airplanes as they are
very slow to lose their speed and any slight deviation
of the nose downwards results in an immediate
increase in airspeed. Once the airspeed has dissipated
to normal or best glide speed, the pitch attitude
should be allowed to decrease to maintain that speed.
This should be done with reference to the horizon.
When the speed has stabilized, the airplane should
be retrimmed for “hands off” flight.
When the approximate gliding pitch attitude is
established, the airspeed indicator should be
checked. If the airspeed is higher than the recommended
speed, the pitch attitude is too low, and if
the airspeed is less than recommended, the pitch
attitude is too high; therefore, the pitch attitude
should be readjusted accordingly referencing the
horizon. After the adjustment has been made, the
airplane should be retrimmed so that it will maintain
this attitude without the need to hold pressure on the
elevator control. The principles of attitude flying
require that the proper flight attitude be established
using outside visual references first, then using the
flight instruments as a secondary check. It is a good
practice to always retrim the airplane after each
pitch adjustment.
A stabilized power-off descent at the best glide speed
is often referred to as a normal glide. The flight
instructor should demonstrate a normal glide, and
direct the student pilot to memorize the airplane’s
angle and speed by visually checking the airplane’s
attitude with reference to the horizon, and noting the
pitch of the sound made by the air passing over the
structure, the pressure on the controls, and the feel of
Increasing Lift-to-Drag Ratio
Increasing Angle of Attack
L/Dmax
Figure 3-17. L/DMAX.
Best Glide Speed
Too Fast
Too Slow
Figure 3-18. Best glide speed provides the greatest forward distance for a given loss of altitude.
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3-18
the airplane. Due to lack of experience, the beginning
student may be unable to recognize slight variations
of speed and angle of bank immediately by vision or
by the pressure required on the controls. Hearing will
probably be the indicator that will be the most easily
used at first. The instructor should, therefore, be certain
that the student understands that an increase in
the pitch of sound denotes increasing speed, while a
decrease in pitch denotes less speed. When such an
indication is received, the student should consciously
apply the other two means of perception so as to
establish the proper relationship. The student pilot
must use all three elements consciously until they
become habits, and must be alert when attention is
diverted from the attitude of the airplane and be
responsive to any warning given by a variation in the
feel of the airplane or controls, or by a change in the
pitch of the sound.
After a good comprehension of the normal glide is
attained, the student pilot should be instructed in the differences
in the results of normal and “abnormal” glides.
Abnormal glides being those conducted at speeds other
than the normal best glide speed. Pilots who do not
acquire an understanding and appreciation of these
differences will experience difficulties with accuracy
landings, which are comparatively simple if the
fundamentals of the glide are thoroughly understood.
Too fast a glide during the approach for landing
invariably results in floating over the ground for
varying distances, or even overshooting, while too
slow a glide causes undershooting, flat approaches,
and hard touchdowns. A pilot without the ability to
recognize a normal glide will not be able to judge
where the airplane will go, or can be made to go, in
an emergency. Whereas, in a normal glide, the flightpath
may be sighted to the spot on the ground on
which the airplane will land. This cannot be done in
any abnormal glide.
GLIDING TURNS—The action of the control
system is somewhat different in a glide than with
power, making gliding maneuvers stand in a class by
themselves and require the perfection of a technique
different from that required for ordinary power
maneuvers. The control difference is caused mainly by
two factors—the absence of the usual slipstream, and
the difference or relative effectiveness of the various
control surfaces at various speeds and particularly at
reduced speed. The latter factor has its effect
exaggerated by the first, and makes the task of
coordination even more difficult for the inexperienced
pilot. These principles should be thoroughly explained
in order that the student may be alert to the necessary
differences in coordination.
After a feel for the airplane and control touch have
been developed, the necessary compensation will be
automatic; but while any mechanical tendency exists,
the student will have difficulty executing gliding turns,
particularly when making a practical application of
them in attempting accuracy landings.
Three elements in gliding turns which tend to force the
nose down and increase glide speed are:
• Decrease in effective lift due to the direction of
the lifting force being at an angle to the pull of
gravity.
• The use of the rudder acting as it does in the entry
to a power turn.
• The normal stability and inherent characteristics
of the airplane to nose down with the power off.
These three factors make it necessary to use more back
pressure on the elevator than is required for a straight
glide or a power turn and, therefore, have a greater
effect on the relationship of control coordination.
When recovery is being made from a gliding turn, the
force on the elevator control which was applied during
the turn must be decreased or the nose will come up
too high and considerable speed will be lost. This error
will require considerable attention and conscious control
adjustment before the normal glide can again be
resumed.
In order to maintain the most efficient or normal glide
in a turn, more altitude must be sacrificed than in a
straight glide since this is the only way speed can be
maintained without power. Turning in a glide
decreases the performance of the airplane to an even
greater extent than a normal turn with power.
Still another factor is the difference in rudder action in
turns with and without power. In power turns it is
required that the desired recovery point be anticipated in
the use of controls and that considerably more pressure
than usual be exerted on the rudder. In the recovery from
a gliding turn, the same rudder action takes place but
without as much pressure being necessary. The actual
displacement of the rudder is approximately the same,
but it seems to be less in a glide because the resistance to
pressure is so much less due to the absence of the propeller
slipstream. This often results in a much greater
application of rudder through a greater range than is realized,
resulting in an abrupt stoppage of the turn when the
rudder is applied for recovery. This factor is particularly
important during landing practice since the student
almost invariably recovers from the last turn too soon
and may enter a cross-control condition trying to correct
the landing with the rudder alone. This results in landing
from a skid that is too easily mistaken for drift.
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3-19
There is another danger in excessive rudder use during
gliding turns. As the airplane skids, the bank will
increase. This often alarms the beginning pilot when it
occurs close to the ground, and the pilot may respond
by applying aileron pressure toward the outside of the
turn to stop the bank. At the same time, the rudder
forces the nose down and the pilot may apply back-elevator
pressure to hold it up. If allowed to progress, this
situation may result in a fully developed cross-control
condition. A stall in this situation will almost certainly
result in a spin.
The level-off from a glide must be started before
reaching the desired altitude because of the airplane’s
downward inertia. The amount of lead depends on the
rate of descent and the pilot’s control technique. With
too little lead, there will be a tendency to descend
below the selected altitude. For example, assuming a
500-foot per minute rate of descent, the altitude must
be led by 100 – 150 feet to level off at an airspeed
higher than the glide speed. At the lead point, power
should be increased to the appropriate level flight
cruise setting so the desired airspeed will be attained
at the desired altitude. The nose tends to rise as both
airspeed and downwash on the tail section increase.
The pilot must be prepared for this and smoothly control
the pitch attitude to attain level flight attitude so
that the level-off is completed at the desired altitude.
Particular attention should be paid to the action of the
airplane’s nose when recovering (and entering) gliding
turns. The nose must not be allowed to describe an arc
with relation to the horizon, and particularly it must
not be allowed to come up during recovery from turns,
which require a constant variation of the relative pressures
on the different controls.
Common errors in the performance of descents and
descending turns are:
• Failure to adequately clear the area.
• Inadequate back-elevator control during glide
entry resulting in too steep a glide.
• Failure to slow the airplane to approximate glide
speed prior to lowering pitch attitude.
• Attempting to establish/maintain a normal glide
solely by reference to flight instruments.
• Inability to sense changes in airspeed through
sound and feel.
• Inability to stabilize the glide (chasing the airspeed
indicator).
• Attempting to “stretch” the glide by applying
back-elevator pressure.
• Skidding or slipping during gliding turns due to
inadequate appreciation of the difference in rudder
action as opposed to turns with power.
• Failure to lower pitch attitude during gliding turn
entry resulting in a decrease in airspeed.
• Excessive rudder pressure during recovery from
gliding turns.
• Inadequate pitch control during recovery from
straight glides.
• “Ground shyness”—resulting in cross-controlling
during gliding turns near the ground.
• Failure to maintain constant bank angle during
gliding turns.
PITCH AND POWER
No discussion of climbs and descents would be
complete without touching on the question of what
controls altitude and what controls airspeed. The
pilot must understand the effects of both power and
elevator control, working together, during different
conditions of flight. The closest one can come to a
formula for determining airspeed/altitude control
that is valid under all circumstances is a basic principle
of attitude flying which states:
“At any pitch attitude, the amount of power used
will determine whether the airplane will climb,
descend, or remain level at that attitude.”
Through a wide range of nose-low attitudes, a descent
is the only possible condition of flight. The addition of
power at these attitudes will only result in a greater rate
of descent at a faster airspeed.
Through a range of attitudes from very slightly
nose-low to about 30° nose-up, a typical light airplane
can be made to climb, descend, or maintain
altitude depending on the power used. In about the
lower third of this range, the airplane will descend
at idle power without stalling. As pitch attitude is
increased, however, engine power will be required
to prevent a stall. Even more power will be required
to maintain altitude, and even more for a climb. At a
pitch attitude approaching 30° nose-up, all available
power will provide only enough thrust to maintain
altitude. A slight increase in the steepness of climb
or a slight decrease in power will produce a descent.
From that point, the least inducement will result in a
stall.
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Ch 03.qxd 7/13/04 11:08 AM Page 3-20 4-1
INTRODUCTION
The maintenance of lift and control of an airplane in
flight requires a certain minimum airspeed. This
critical airspeed depends on certain factors, such as
gross weight, load factors, and existing density altitude.
The minimum speed below which further controlled
flight is impossible is called the stalling speed. An
important feature of pilot training is the development
of the ability to estimate the margin of safety above the
stalling speed. Also, the ability to determine the
characteristic responses of any airplane at different
airspeeds is of great importance to the pilot. The
student pilot, therefore, must develop this awareness in
order to safely avoid stalls and to operate an airplane
correctly and safely at slow airspeeds.
SLOW FLIGHT
Slow flight could be thought of, by some, as a speed
that is less than cruise. In pilot training and testing,
however, slow flight is broken down into two distinct
elements: (1) the establishment, maintenance of, and
maneuvering of the airplane at airspeeds and in
configurations appropriate to takeoffs, climbs,
descents, landing approaches and go-arounds, and, (2)
maneuvering at the slowest airspeed at which the
airplane is capable of maintaining controlled flight
without indications of a stall—usually 3 to 5 knots
above stalling speed.
FLIGHT AT LESS THAN CRUISE AIRSPEEDS
Maneuvering during slow flight demonstrates the flight
characteristics and degree of controllability of an
airplane at less than cruise speeds. The ability to
determine the characteristic control responses at the
lower airspeeds appropriate to takeoffs, departures,
and landing approaches is a critical factor in
stall awareness.
As airspeed decreases, control effectiveness decreases
disproportionately. For instance, there may be a certain
loss of effectiveness when the airspeed is reduced from
30 to 20 m.p.h. above the stalling speed, but there will
normally be a much greater loss as the airspeed is
further reduced to 10 m.p.h. above stalling. The
objective of maneuvering during slow flight is to
develop the pilot’s sense of feel and ability to use the
controls correctly, and to improve proficiency in
performing maneuvers that require slow airspeeds.
Maneuvering during slow flight should be performed
using both instrument indications and outside visual
reference. Slow flight should be practiced from straight
glides, straight-and-level flight, and from medium
banked gliding and level flight turns. Slow flight at
approach speeds should include slowing the airplane
smoothly and promptly from cruising to approach
speeds without changes in altitude or heading, and
determining and using appropriate power and trim
settings. Slow flight at approach speed should also
include configuration changes, such as landing gear
and flaps, while maintaining heading and altitude.
FLIGHT AT MINIMUM CONTROLLABLE
AIRSPEED
This maneuver demonstrates the flight characteristics
and degree of controllability of the airplane at its
minimum flying speed. By definition, the term “flight
at minimum controllable airspeed” means a speed at
which any further increase in angle of attack or load
factor, or reduction in power will cause an immediate
stall. Instruction in flight at minimum controllable
airspeed should be introduced at reduced power
settings, with the airspeed sufficiently above the stall to
permit maneuvering, but close enough to the stall to
sense the characteristics of flight at very low
airspeed—which are sloppy controls, ragged response
to control inputs, and difficulty maintaining altitude.
Maneuvering at minimum controllable airspeed should
be performed using both instrument indications and
outside visual reference. It is important that pilots form
the habit of frequent reference to the flight instruments,
especially the airspeed indicator, while flying at very
low airspeeds. However, a “feel” for the airplane at
very low airspeeds must be developed to avoid
inadvertent stalls and to operate the airplane
with precision.
To begin the maneuver, the throttle is gradually
reduced from cruising position. While the airspeed is
decreasing, the position of the nose in relation to the
horizon should be noted and should be raised as
necessary to maintain altitude.
When the airspeed reaches the maximum allowable for
landing gear operation, the landing gear (if equipped
with retractable gear) should be extended and all gear
down checks performed. As the airspeed reaches the
maximum allowable for flap operation, full flaps
Ch 04.qxd 5/7/04 6:46 AM Page 4-1
4-2
should be lowered and the pitch attitude adjusted to
maintain altitude. Additional power will
be required as the speed further decreases to maintain
the airspeed just above a stall. As the speed decreases
further, the pilot should note the feel of the flight
controls, especially the elevator. The pilot should also
note the sound of the airflow as it falls off in tone level.
As airspeed is reduced, the flight controls become less
effective and the normal nosedown tendency is
reduced. The elevators become less responsive and
coarse control movements become necessary to retain
control of the airplane. The slipstream effect produces
a strong yaw so the application of rudder is required to
maintain coordinated flight. The secondary effect of
applied rudder is to induce a roll, so aileron is required
to keep the wings level. This can result in flying with
crossed controls.
During these changing flight conditions, it is important
to retrim the airplane as often as necessary to
compensate for changes in control pressures. If the
airplane has been trimmed for cruising speed, heavy
aft control pressure will be needed on the elevators,
making precise control impossible. If too much speed
is lost, or too little power is used, further back pressure
on the elevator control may result in a loss of altitude
or a stall. When the desired pitch attitude and
minimum control airspeed have been established, it is
important to continually cross-check the attitude
indicator, altimeter, and airspeed indicator, as well as
outside references to ensure that accurate control is
being maintained.
The pilot should understand that when flying more
slowly than minimum drag speed (LD/MAX) the
airplane will exhibit a characteristic known as “speed
instability.” If the airplane is disturbed by even the
slightest turbulence, the airspeed will decrease. As
airspeed decreases, the total drag also increases
resulting in a further loss in airspeed. The total drag
continues to rise and the speed continues to fall. Unless
more power is applied and/or the nose is lowered,
the speed will continue to decay right down to the
stall. This is an extremely important factor in the
performance of slow flight. The pilot must understand
that, at speed less than minimum drag speed, the
airspeed is unstable and will continue to decay if
allowed to do so.
When the attitude, airspeed, and power have been
stabilized in straight flight, turns should be practiced
to determine the airplane’s controllability characteristics
at this minimum speed. During the turns, power
and pitch attitude may need to be increased to
maintain the airspeed and altitude. The objective is to
acquaint the pilot with the lack of maneuverability at
minimum speeds, the danger of incipient stalls, and
the tendency of the airplane to stall as the bank is
increased. A stall may also occur as a result of abrupt
or rough control movements when flying at this
critical airspeed.
Abruptly raising the flaps while at minimum
controllable airspeed will result in lift suddenly
being lost, causing the airplane to lose altitude or
perhaps stall.
Once flight at minimum controllable airspeed is set up
properly for level flight, a descent or climb at
minimum controllable airspeed can be established by
adjusting the power as necessary to establish the
desired rate of descent or climb. The beginning pilot
should note the increased yawing tendency at minimum
control airspeed at high power settings with flaps
fully extended. In some airplanes, an attempt to climb
at such a slow airspeed may result in a loss of altitude,
even with maximum power applied.
Common errors in the performance of slow flight are:
• Failure to adequately clear the area.
• Inadequate back-elevator pressure as power is
reduced, resulting in altitude loss.
• Excessive back-elevator pressure as power is
reduced, resulting in a climb, followed by a rapid
reduction in airspeed and “mushing.”
• Inadequate compensation for adverse yaw during
turns.
• Fixation on the airspeed indicator.
• Failure to anticipate changes in lift as flaps are
extended or retracted.
• Inadequate power management.
• Inability to adequately divide attention between
airplane control and orientation.
SLOW FLIGHT
Low airspeed
High angle of attack
High power setting
Maintain altitude
Figure 4-1. Slow flight—Low airspeed, high angle of attack,
high power, and constant altitude.
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4-3
STALLS
A stall occurs when the smooth airflow over the
airplane’s wing is disrupted, and the lift degenerates
rapidly. This is caused when the wing exceeds its
critical angle of attack. This can occur at any airspeed,
in any attitude, with any power setting.
The practice of stall recovery and the development of
awareness of stalls are of primary importance in pilot
training. The objectives in performing intentional stalls
are to familiarize the pilot with the conditions that
produce stalls, to assist in recognizing an approaching
stall, and to develop the habit of taking prompt
preventive or corrective action.
Intentional stalls should be performed at an altitude
that will provide adequate height above the ground for
recovery and return to normal level flight. Though it
depends on the degree to which a stall has progressed,
most stalls require some loss of altitude during
recovery. The longer it takes to recognize the
approaching stall, the more complete the stall is likely
to become, and the greater the loss of altitude to
be expected.
RECOGNITION OF STALLS
Pilots must recognize the flight conditions that are
conducive to stalls and know how to apply the
necessary corrective action. They should learn to
recognize an approaching stall by sight, sound, and
feel. The following cues may be useful in recognizing
the approaching stall.
• Vision is useful in detecting a stall condition by
noting the attitude of the airplane. This sense can
only be relied on when the stall is the result of an
unusual attitude of the airplane. Since the airplane
can also be stalled from a normal attitude, vision
in this instance would be of little help in detecting
the approaching stall.
• Hearing is also helpful in sensing a stall condition.
In the case of fixed-pitch propeller airplanes in a
power-on condition, a change in sound due to loss
of revolutions per minute (r.p.m.) is particularly
noticeable. The lessening of the noise made by the
air flowing along the airplane structure as airspeed
decreases is also quite noticeable, and when the
stall is almost complete, vibration and incident
noises often increase greatly.
• Kinesthesia, or the sensing of changes in direction
or speed of motion, is probably the most important
and the best indicator to the trained and
experienced pilot. If this sensitivity is properly
developed, it will warn of a decrease in speed
or the beginning of a settling or mushing of
the airplane.
• Feel is an important sense in recognizing the onset
of a stall. The feeling of control pressures is very
important. As speed is reduced, the resistance to
pressures on the controls becomes progressively
less. Pressures exerted on the controls tend to
become movements of the control surfaces. The
-4 0 5 10 15 20
Angle of Attack in Degrees
Coefficient of Lift (CL)
2.0
1.5
1.0
.5
Figure 4-2. Critical angle of attack and stall. Ch 04.qxd 5/7/04 6:46 AM Page 4-3
4-4
lag between these movements and the response of
the airplane becomes greater, until in a complete
stall all controls can be moved with almost no
resistance, and with little immediate effect on the
airplane. Just before the stall occurs, buffeting,
uncontrollable pitching, or vibrations may begin.
Several types of stall warning indicators have been
developed to warn pilots of an approaching stall. The
use of such indicators is valuable and desirable, but the
reason for practicing stalls is to learn to recognize stalls
without the benefit of warning devices.
FUNDAMENTALS OF STALL RECOVERY
During the practice of intentional stalls, the real
objective is not to learn how to stall an airplane, but to
learn how to recognize an approaching stall and take
prompt corrective action. Though the
recovery actions must be taken in a coordinated
manner, they are broken down into three actions here
for explanation purposes.
First, at the indication of a stall, the pitch attitude and
angle of attack must be decreased positively and
immediately. Since the basic cause of a stall is always
an excessive angle of attack, the cause must first be
eliminated by releasing the back-elevator pressure that
was necessary to attain that angle of attack or by
moving the elevator control forward. This lowers the
nose and returns the wing to an effective angle of
attack. The amount of elevator control pressure or
movement used depends on the design of the airplane,
the severity of the stall, and the proximity of the
ground. In some airplanes, a moderate movement of
the elevator control—perhaps slightly forward of
neutral—is enough, while in others a forcible push to
the full forward position may be required. An
excessive negative load on the wings caused by
excessive forward movement of the elevator may
impede, rather than hasten, the stall recovery. The
object is to reduce the angle of attack but only enough
to allow the wing to regain lift.
Second, the maximum allowable power should be
applied to increase the airplane’s airspeed and assist in
reducing the wing’s angle of attack. The throttle
should be promptly, but smoothly, advanced to the
maximum allowable power. The flight instructor
Stall Recognition
• High angle of attack
• Airframe buffeting or shaking
• Warning horn or light
• Loss of lift
Stall Recovery
• Reduce angle of attack
• Add power
Figure 4-3. Stall recognition and recovery.
Ch 04.qxd 5/7/04 6:47 AM Page 4-4
4-5
should emphasize, however, that power is not essential
for a safe stall recovery if sufficient altitude is
available. Reducing the angle of attack is the only way
of recovering from a stall regardless of the amount of
power used.
Although stall recoveries should be practiced without,
as well as with the use of power, in most actual stalls
the application of more power, if available, is an
integral part of the stall recovery. Usually, the greater
the power applied, the less the loss of altitude.
Maximum allowable power applied at the instant of a
stall will usually not cause overspeeding of an engine
equipped with a fixed-pitch propeller, due to the heavy
air load imposed on the propeller at slow airspeeds.
However, it will be necessary to reduce the power as
airspeed is gained after the stall recovery so the
airspeed will not become excessive. When performing
intentional stalls, the tachometer indication should
never be allowed to exceed the red line (maximum
allowable r.p.m.) marked on the instrument.
Third, straight-and-level flight should be regained with
coordinated use of all controls.
Practice in both power-on and power-off stalls is
important because it simulates stall conditions that
could occur during normal flight maneuvers. For
example, the power-on stalls are practiced to show
what could happen if the airplane were climbing at an
excessively nose-high attitude immediately after
takeoff or during a climbing turn. The power-off
turning stalls are practiced to show what could happen
if the controls are improperly used during a turn from
the base leg to the final approach. The power-off
straight-ahead stall simulates the attitude and flight
characteristics of a particular airplane during the final
approach and landing.
Usually, the first few practices should include only
approaches to stalls, with recovery initiated as soon as
the first buffeting or partial loss of control is noted. In
this way, the pilot can become familiar with the
indications of an approaching stall without actually
stalling the airplane. Once the pilot becomes
comfortable with this procedure, the airplane should
be slowed in such a manner that it stalls in as near a
level pitch attitude as is possible. The student pilot
must not be allowed to form the impression that in all
circumstances, a high pitch attitude is necessary to
exceed the critical angle of attack, or that in all
circumstances, a level or near level pitch attitude is
indicative of a low angle of attack. Recovery should be
practiced first without the addition of power, by merely
relieving enough back-elevator pressure that the stall
is broken and the airplane assumes a normal glide
attitude. The instructor should also introduce the
student to a secondary stall at this point. Stall
recoveries should then be practiced with the addition
of power to determine how effective power will be in
executing a safe recovery and minimizing altitude loss.
Stall accidents usually result from an inadvertent stall
at a low altitude in which a recovery was not
accomplished prior to contact with the surface. As a
preventive measure, stalls should be practiced at an
altitude which will allow recovery no lower than 1,500
feet AGL. To recover with a minimum loss of altitude
requires a reduction in the angle of attack (lowering
the airplane’s pitch attitude), application of power, and
termination of the descent without entering another
(secondary) stall.
USE OF AILERONS/RUDDER IN STALL
RECOVERY
Different types of airplanes have different stall
characteristics. Most airplanes are designed so that the
wings will stall progressively outward from the wing
roots (where the wing attaches to the fuselage) to the
wingtips. This is the result of designing the wings in a
manner that the wingtips have less angle of incidence
than the wing roots. Such a design feature
causes the wingtips to have a smaller angle of attack
than the wing roots during flight.
Figure 4-4. Wingtip washout.
Ch 04.qxd 5/7/04 6:47 AM Page 4-5
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Exceeding the critical angle of attack causes a stall; the
wing roots of an airplane will exceed the critical angle
before the wingtips, and the wing roots will stall first.
The wings are designed in this manner so that aileron
control will be available at high angles of attack (slow
airspeed) and give the airplane more stable stalling
characteristics.
When the airplane is in a stalled condition, the
wingtips continue to provide some degree of lift, and
the ailerons still have some control effect. During
recovery from a stall, the return of lift begins at the tips
and progresses toward the roots. Thus, the ailerons can
be used to level the wings.
Using the ailerons requires finesse to avoid an
aggravated stall condition. For example, if the right
wing dropped during the stall and excessive aileron
control were applied to the left to raise the wing, the
aileron deflected downward (right wing) would
produce a greater angle of attack (and drag), and
possibly a more complete stall at the tip as the critical
angle of attack is exceeded. The increase in drag
created by the high angle of attack on that wing might
cause the airplane to yaw in that direction. This adverse
yaw could result in a spin unless directional control
was maintained by rudder, and/or the aileron control
sufficiently reduced.
Even though excessive aileron pressure may have been
applied, a spin will not occur if directional (yaw)
control is maintained by timely application of
coordinated rudder pressure. Therefore, it is important
that the rudder be used properly during both the entry
and the recovery from a stall. The primary use of the
rudder in stall recoveries is to counteract any tendency
of the airplane to yaw or slip. The correct recovery
technique would be to decrease the pitch attitude by
applying forward-elevator pressure to break the stall,
advancing the throttle to increase airspeed, and
simultaneously maintaining directional control with
coordinated use of the aileron and rudder.
STALL CHARACTERISTICS
Because of engineering design variations, the stall
characteristics for all airplanes cannot be specifically
described; however, the similarities found in small
general aviation training-type airplanes are noteworthy
enough to be considered. It will be noted that the
power-on and power-off stall warning indications will
be different. The power-off stall will have less
noticeable clues (buffeting, shaking) than the
power-on stall. In the power-off stall, the predominant
clue can be the elevator control position (full upelevator
against the stops) and a high descent rate.
When performing the power-on stall, the buffeting will
likely be the predominant clue that provides a positive
indication of the stall. For the purpose of airplane
certification, the stall warning may be furnished either
through the inherent aerodynamic qualities of the
airplane, or by a stall warning device that will give a
clear distinguishable indication of the stall. Most
airplanes are equipped with a stall warning device.
The factors that affect the stalling characteristics of the
airplane are balance, bank, pitch attitude, coordination,
drag, and power. The pilot should learn the effect of the
stall characteristics of the airplane being flown and the
proper correction. It should be reemphasized that a stall
can occur at any airspeed, in any attitude, or at any
power setting, depending on the total number of factors
affecting the particular airplane.
A number of factors may be induced as the result of
other factors. For example, when the airplane is in a
nose-high turning attitude, the angle of bank has a
tendency to increase. This occurs because with the
airspeed decreasing, the airplane begins flying in a
smaller and smaller arc. Since the outer wing is
moving in a larger radius and traveling faster than the
inner wing, it has more lift and causes an overbanking
tendency. At the same time, because of the decreasing
airspeed and lift on both wings, the pitch attitude tends
to lower. In addition, since the airspeed is decreasing
while the power setting remains constant, the effect of
torque becomes more prominent, causing the airplane
to yaw.
During the practice of power-on turning stalls, to
compensate for these factors and to maintain a
constant flight attitude until the stall occurs, aileron
pressure must be continually adjusted to keep the bank
attitude constant. At the same time, back-elevator
pressure must be continually increased to maintain the
pitch attitude, as well as right rudder pressure
increased to keep the ball centered and to prevent
adverse yaw from changing the turn rate. If the bank is
allowed to become too steep, the vertical component
of lift decreases and makes it even more difficult to
maintain a constant pitch attitude.
Whenever practicing turning stalls, a constant pitch
and bank attitude should be maintained until the stall
occurs. Whatever control pressures are necessary
should be applied even though the controls appear to
be crossed (aileron pressure in one direction, rudder
pressure in the opposite direction). During the entry to
a power-on turning stall to the right, in particular, the
controls will be crossed to some extent. This is due to
right rudder pressure being used to overcome torque
and left aileron pressure being used to prevent the
bank from increasing.
APPROACHES TO STALLS (IMMINENT
STALLS)—POWER-ON OR POWER-OFF
An imminent stall is one in which the airplane is
approaching a stall but is not allowed to completely
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stall. This stall maneuver is primarily for practice in
retaining (or regaining) full control of the airplane
immediately upon recognizing that it is almost in a stall
or that a stall is likely to occur if timely preventive
action is not taken.
The practice of these stalls is of particular value in
developing the pilot’s sense of feel for executing
maneuvers in which maximum airplane performance
is required. These maneuvers require flight with the
airplane approaching a stall, and recovery initiated
before a stall occurs. As in all maneuvers that involve
significant changes in altitude or direction, the pilot
must ensure that the area is clear of other air traffic
before executing the maneuver.
These stalls may be entered and performed in the
attitudes and with the same configuration of the basic
full stalls or other maneuvers described in this chapter.
However, instead of allowing a complete stall, when
the first buffeting or decay of control effectiveness is
noted, the angle of attack must be reduced immediately
by releasing the back-elevator pressure and applying
whatever additional power is necessary. Since the
airplane will not be completely stalled, the pitch
attitude needs to be decreased only to a point where
minimum controllable airspeed is attained or until
adequate control effectiveness is regained.
The pilot must promptly recognize the indication of a
stall and take timely, positive control action to prevent
a full stall. Performance is unsatisfactory if a full stall
occurs, if an excessively low pitch attitude is attained,
or if the pilot fails to take timely action to avoid
excessive airspeed, excessive loss of altitude, or a spin.
FULL STALLS POWER-OFF
The practice of power-off stalls is usually performed
with normal landing approach conditions in simulation
of an accidental stall occurring during landing
approaches. Airplanes equipped with flaps and/or
retractable landing gear should be in the landing
configuration. Airspeed in excess of the normal
approach speed should not be carried into a stall entry
since it could result in an abnormally nose-high
attitude. Before executing these practice stalls, the
pilot must be sure the area is clear of other air traffic.
After extending the landing gear, applying carburetor
heat (if applicable), and retarding the throttle to idle
(or normal approach power), the airplane should be
held at a constant altitude in level flight until the
airspeed decelerates to that of a normal approach. The
airplane should then be smoothly nosed down into the
normal approach attitude to maintain that airspeed.
Wing flaps should be extended and pitch attitude
adjusted to maintain the airspeed.
When the approach attitude and airspeed have
stabilized, the airplane’s nose should be smoothly
raised to an attitude that will induce a stall. Directional
control should be maintained with the rudder, the
wings held level by use of the ailerons, and a constantpitch
attitude maintained with the elevator until the
stall occurs. The stall will be recognized by clues, such
as full up-elevator, high descent rate, uncontrollable
nosedown pitching, and possible buffeting.
Recovering from the stall should be accomplished by
reducing the angle of attack, releasing back-elevator
pressure, and advancing the throttle to maximum
allowable power. Right rudder pressure is necessary to
overcome the engine torque effects as power is
advanced and the nose is being lowered.
The nose should be lowered as necessary to regain
flying speed and returned to straight-and-level flight
Establish normal
approach
Raise nose,
maintain heading
When stall occurs,
reduce angle of attack
and add full power.
Raise flaps as
recommended
As flying speed
returns, stop descent
and establish a climb
Climb at V , raise
landing gear and
remaining flaps, trim
Y
Level off at desired altitude,
set power and trim
Figure 4-5. Power-off stall and recovery.
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attitude. After establishing a positive rate of climb, the
flaps and landing gear are retracted, as necessary, and
when in level flight, the throttle should be returned to
cruise power setting. After recovery is complete, a climb
or go-around procedure should be initiated, as the situation
dictates, to assure a minimum loss of altitude.
Recovery from power-off stalls should also be
practiced from shallow banked turns to simulate an
inadvertent stall during a turn from base leg to final
approach. During the practice of these stalls, care
should be taken that the turn continues at a uniform
rate until the complete stall occurs. If the power-off
turn is not properly coordinated while approaching the
stall, wallowing may result when the stall occurs. If the
airplane is in a slip, the outer wing may stall first and
whip downward abruptly. This does not affect the
recovery procedure in any way; the angle of attack
must be reduced, the heading maintained, and the
wings leveled by coordinated use of the controls. In
the practice of turning stalls, no attempt should be
made to stall the airplane on a predetermined heading.
However, to simulate a turn from base to final
approach, the stall normally should be made to occur
within a heading change of approximately 90°.
After the stall occurs, the recovery should be made
straight ahead with minimum loss of altitude, and
accomplished in accordance with the recovery
procedure discussed earlier.
Recoveries from power-off stalls should be
accomplished both with, and without, the addition of
power, and may be initiated either just after the stall
occurs, or after the nose has pitched down through the
level flight attitude.
FULL STALLS POWER-ON
Power-on stall recoveries are practiced from straight
climbs, and climbing turns with 15 to 20° banks, to
simulate an accidental stall occurring during takeoffs
and climbs. Airplanes equipped with flaps and/or
retractable landing gear should normally be in the
takeoff configuration; however, power-on stalls should
also be practiced with the airplane in a clean
configuration (flaps and/or gear retracted) as in
departure and normal climbs.
After establishing the takeoff or climb configuration,
the airplane should be slowed to the normal lift-off
speed while clearing the area for other air traffic.
When the desired speed is attained, the power should
be set at takeoff power for the takeoff stall or the
recommended climb power for the departure stall
while establishing a climb attitude. The purpose of
reducing the airspeed to lift-off airspeed before the
throttle is advanced to the recommended setting is to
avoid an excessively steep nose-up attitude for a long
period before the airplane stalls.
After the climb attitude is established, the nose is then
brought smoothly upward to an attitude obviously
impossible for the airplane to maintain and is held at
that attitude until the full stall occurs. In most
airplanes, after attaining the stalling attitude, the
elevator control must be moved progressively further
back as the airspeed decreases until, at the full stall, it
will have reached its limit and cannot be moved back
any farther.
Recovery from the stall should be accomplished by
immediately reducing the angle of attack by positively
As flying speed
returns, stop
descent and
establish
a climb
Climb at V , raise
landing gear and
remaining flaps, trim
Y
Level off at desired
altitude, set power
and trim
Slow to
lift-off speed,
maintain altitude
Set takeoff power,
raise nose
When stall occurs,
reduce angle of
attack and add
full power
Figure 4-6. Power-on stall.
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releasing back-elevator pressure and, in the case of a
departure stall, smoothly advancing the throttle to
maximum allowable power. In this case, since the
throttle is already at the climb power setting, the addition
of power will be relatively slight.
The nose should be lowered as necessary to regain
flying speed with the minimum loss of altitude and
then raised to climb attitude. Then, the airplane should
be returned to the normal straight-and-level flight attitude,
and when in normal level flight, the throttle
should be returned to cruise power setting. The pilot
must recognize instantly when the stall has occurred
and take prompt action to prevent a prolonged stalled
condition.
SECONDARY STALL
This stall is called a secondary stall since it may occur
after a recovery from a preceding stall. It is caused by
attempting to hasten the completion of a stall recovery
before the airplane has regained sufficient flying
speed. When this stall occurs, the
back-elevator pressure should again be released just as
in a normal stall recovery. When sufficient airspeed
has been regained, the airplane can then be returned to
straight-and-level flight. This stall usually occurs when the pilot uses abrupt
control input to return to straight-and-level flight after
a stall or spin recovery. It also occurs when the pilot
fails to reduce the angle of attack sufficiently during
stall recovery by not lowering pitch attitude
sufficiently, or by attempting to break the stall by using
power only.
ACCELERATED STALLS
Though the stalls just discussed normally occur at a
specific airspeed, the pilot must thoroughly understand
that all stalls result solely from attempts to fly at
excessively high angles of attack. During flight, the
angle of attack of an airplane wing is determined by a
number of factors, the most important of which are the
airspeed, the gross weight of the airplane, and the load
factors imposed by maneuvering.
At the same gross weight, airplane configuration, and
power setting, a given airplane will consistently stall at
the same indicated airspeed if no acceleration is
involved. The airplane will, however, stall at a higher
indicated airspeed when excessive maneuvering loads
are imposed by steep turns, pull-ups, or other abrupt
changes in its flightpath. Stalls entered from such flight
situations are called “accelerated maneuver stalls,” a
term, which has no reference to the airspeeds involved.
Stalls which result from abrupt maneuvers tend to be
more rapid, or severe, than the unaccelerated stalls, and
because they occur at higher-than-normal airspeeds,
and/or may occur at lower than anticipated pitch
attitudes, they may be unexpected by an inexperienced
pilot. Failure to take immediate steps toward recovery
when an accelerated stall occurs may result
in a complete loss of flight control, notably,
power-on spins.
This stall should never be practiced with wing flaps in
the extended position due to the lower “G” load
limitations in that configuration.
Accelerated maneuver stalls should not be performed
in any airplane, which is prohibited from such
maneuvers by its type certification restrictions or
Airplane Flight Manual (AFM) and/or Pilot’s
Operating Handbook (POH). If they are permitted,
they should be performed with a bank of
approximately 45°, and in no case at a speed greater
Initial stall
Incomplete or improper
recovery
Secondary stall
Figure 4-7. Secondary stall.
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than the airplane manufacturer’s recommended
airspeeds or the design maneuvering speed specified
for the airplane. The design maneuvering speed is the
maximum speed at which the airplane can be stalled or
full available aerodynamic control will not exceed the
airplane’s limit load factor. At or below this speed, the
airplane will usually stall before the limit load factor
can be exceeded. Those speeds must not be exceeded
because of the extremely high structural loads that are
imposed on the airplane, especially if there is
turbulence. In most cases, these stalls should be
performed at no more than 1.2 times the normal
stall speed.
The objective of demonstrating accelerated stalls is not
to develop competency in setting up the stall, but rather
to learn how they may occur and to develop the ability
to recognize such stalls immediately, and to take
prompt, effective recovery action. It is important that
recoveries are made at the first indication of a stall, or
immediately after the stall has fully developed; a
prolonged stall condition should never be allowed.
An airplane will stall during a coordinated steep turn
exactly as it does from straight flight, except that the
pitching and rolling actions tend to be more sudden. If
the airplane is slipping toward the inside of the turn at
the time the stall occurs, it tends to roll rapidly toward
the outside of the turn as the nose pitches down
because the outside wing stalls before the inside wing.
If the airplane is skidding toward the outside of the
turn, it will have a tendency to roll to the inside of the
turn because the inside wing stalls first. If the
coordination of the turn at the time of the stall is
accurate, the airplane’s nose will pitch away from the
pilot just as it does in a straight flight stall, since both
wings stall simultaneously.
An accelerated stall demonstration is entered by
establishing the desired flight attitude, then smoothly,
firmly, and progressively increasing the angle of attack
until a stall occurs. Because of the rapidly changing
flight attitude, sudden stall entry, and possible loss of
altitude, it is extremely vital that the area be clear of
other aircraft and the entry altitude be adequate for safe
recovery.
This demonstration stall, as in all stalls, is
accomplished by exerting excessive back-elevator
pressure. Most frequently it would occur during
improperly executed steep turns, stall and spin
recoveries, and pullouts from steep dives. The
objectives are to determine the stall characteristics of
the airplane and develop the ability to instinctively
recover at the onset of a stall at other-than-normal stall
speed or flight attitudes. An accelerated stall, although
usually demonstrated in steep turns, may actually be
encountered any time excessive back-elevator pressure
is applied and/or the angle of attack is increased
too rapidly.
From straight-and-level flight at maneuvering speed
or less, the airplane should be rolled into a steep level
flight turn and back-elevator pressure gradually
applied. After the turn and bank are established,
back-elevator pressure should be smoothly and
steadily increased. The resulting apparent centrifugal
force will push the pilot’s body down in the seat,
increase the wing loading, and decrease the airspeed.
After the airspeed reaches the design maneuvering
speed or within 20 knots above the unaccelerated stall
speed, back-elevator pressure should be firmly
increased until a definite stall occurs. These speed
restrictions must be observed to prevent exceeding the
load limit of the airplane.
When the airplane stalls, recovery should be made
promptly, by releasing sufficient back-elevator
pressure and increasing power to reduce the angle of
attack. If an uncoordinated turn is made, one wing may
tend to drop suddenly, causing the airplane to roll in
that direction. If this occurs, the excessive backelevator
pressure must be released, power added, and
the airplane returned to straight-and-level flight with
coordinated control pressure.
The pilot should recognize when the stall is imminent
and take prompt action to prevent a completely stalled
condition. It is imperative that a prolonged stall,
excessive airspeed, excessive loss of altitude, or spin
be avoided.
CROSS-CONTROL STALL
The objective of a cross-control stall demonstration
maneuver is to show the effect of improper control
technique and to emphasize the importance of using
coordinated control pressures whenever making turns.
This type of stall occurs with the controls crossed—
aileron pressure applied in one direction and rudder
pressure in the opposite direction.
In addition, when excessive back-elevator pressure is
applied, a cross-control stall may result. This is a stall
that is most apt to occur during a poorly planned and
executed base-to-final approach turn, and often is the
result of overshooting the centerline of the runway
during that turn. Normally, the proper action to correct
for overshooting the runway is to increase the rate of
turn by using coordinated aileron and rudder. At the
relatively low altitude of a base-to-final approach turn,
improperly trained pilots may be apprehensive of
steepening the bank to increase the rate of turn, and
rather than steepening the bank, they hold the bank
constant and attempt to increase the rate of turn by
adding more rudder pressure in an effort to align it
with the runway.
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The addition of inside rudder pressure will cause the
speed of the outer wing to increase, therefore, creating
greater lift on that wing. To keep that wing from rising
and to maintain a constant angle of bank, opposite
aileron pressure needs to be applied. The added inside
rudder pressure will also cause the nose to lower in
relation to the horizon. Consequently, additional
back-elevator pressure would be required to maintain a
constant-pitch attitude. The resulting condition is a
turn with rudder applied in one direction, aileron in the
opposite direction, and excessive back-elevator
pressure—a pronounced cross-control condition.
Since the airplane is in a skidding turn during the
cross-control condition, the wing on the outside of the
turn speeds up and produces more lift than the inside
wing; thus, the airplane starts to increase its bank. The
down aileron on the inside of the turn helps drag that
wing back, slowing it up and decreasing its lift, which
requires more aileron application. This further causes
the airplane to roll. The roll may be so fast that it is
possible the bank will be vertical or past vertical before
it can be stopped.
For the demonstration of the maneuver, it is important
that it be entered at a safe altitude because of the
possible extreme nosedown attitude and loss of
altitude that may result. Before demonstrating this stall, the pilot should clear
the area for other air traffic while slowly retarding the
throttle. Then the landing gear (if retractable gear)
should be lowered, the throttle closed, and the altitude
maintained until the airspeed approaches the normal
glide speed. Because of the possibility of exceeding
the airplane’s limitations, flaps should not be extended.
While the gliding attitude and airspeed are being
established, the airplane should be retrimmed. When
the glide is stabilized, the airplane should be rolled into
a medium-banked turn to simulate a final approach
turn that would overshoot the centerline of the runway.
During the turn, excessive rudder pressure should be
applied in the direction of the turn but the bank held
constant by applying opposite aileron pressure. At the
same time, increased back-elevator pressure is
required to keep the nose from lowering.
All of these control pressures should be increased until
the airplane stalls. When the stall occurs, recovery is
made by releasing the control pressures and increasing
power as necessary to recover.
In a cross-control stall, the airplane often stalls with
little warning. The nose may pitch down, the inside
wing may suddenly drop, and the airplane may
continue to roll to an inverted position. This is usually
the beginning of a spin. It is obvious that close to the
ground is no place to allow this to happen.
Recovery must be made before the airplane enters an
abnormal attitude (vertical spiral or spin); it is a simple
matter to return to straight-and-level flight by
coordinated use of the controls. The pilot must be able
to recognize when this stall is imminent and must take
immediate action to prevent a completely stalled
condition. It is imperative that this type of stall not
occur during an actual approach to a landing, since
recovery may be impossible prior to ground contact
due to the low altitude.
The flight instructor should be aware that during traffic
pattern operations, any conditions that result in
overshooting the turn from base leg to final approach,
dramatically increases the possibility of an
unintentional accelerated stall while the airplane is in a
cross-control condition.
ELEVATOR TRIM STALL
The elevator trim stall maneuver shows what can happen
when full power is applied for a go-around and
positive control of the airplane is not maintained.
Such a situation may occur during a
go-around procedure from a normal landing approach
Set up and trim for
final approach glide Apply full power to
simulate go-around.
Allow nose to rise
As stall approaches,
apply forward pressure
and establish normal
climb speed.
Trim to maintain
normal climb
Figure 4-8. Elevator trim stall.
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or a simulated forced landing approach, or
immediately after a takeoff. The objective of the
demonstration is to show the importance of making
smooth power applications, overcoming strong trim
forces and maintaining positive control of the airplane
to hold safe flight attitudes, and using proper and
timely trim techniques.
At a safe altitude and after ensuring that the area is
clear of other air traffic, the pilot should slowly retard
the throttle and extend the landing gear (if retractable
gear). One-half to full flaps should be lowered, the
throttle closed, and altitude maintained until the
airspeed approaches the normal glide speed. When the
normal glide is established, the airplane should be
trimmed for the glide just as would be done during a
landing approach (nose-up trim).
During this simulated final approach glide, the throttle
is then advanced smoothly to maximum allowable
power as would be done in a go-around procedure. The
combined forces of thrust, torque, and back-elevator
trim will tend to make the nose rise sharply and turn to
the left.
When the throttle is fully advanced and the pitch
attitude increases above the normal climbing attitude
and it is apparent that a stall is approaching, adequate
forward pressure must be applied to return the airplane
to the normal climbing attitude. While holding the
airplane in this attitude, the trim should then be
adjusted to relieve the heavy control pressures and the
normal go-around and level-off procedures completed.
The pilot should recognize when a stall is approaching,
and take prompt action to prevent a completely stalled
condition. It is imperative that a stall not occur during
an actual go-around from a landing approach.
Common errors in the performance of intentional stalls
are:
• Failure to adequately clear the area.
• Inability to recognize an approaching stall
condition through feel for the airplane.
• Premature recovery.
• Over-reliance on the airspeed indicator while
excluding other cues.
• Inadequate scanning resulting in an unintentional
wing-low condition during entry.
• Excessive back-elevator pressure resulting in an
exaggerated nose-up attitude during entry.
• Inadequate rudder control.
• Inadvertent secondary stall during recovery.
• Failure to maintain a constant bank angle during
turning stalls.
• Excessive forward-elevator pressure during
recovery resulting in negative load on the wings.
• Excessive airspeed buildup during recovery.
• Failure to take timely action to prevent a full stall
during the conduct of imminent stalls.
SPINS
A spin may be defined as an aggravated stall that
results in what is termed “autorotation” wherein the
airplane follows a downward corkscrew path. As the
airplane rotates around a vertical axis, the rising wing
is less stalled than the descending wing creating a
rolling, yawing, and pitching motion. The airplane is
basically being forced downward by gravity, rolling,
yawing, and pitching in a spiral path.
The autorotation results from an unequal angle of
attack on the airplane’s wings. The rising wing has a
decreasing angle of attack, where the relative lift
increases and the drag decreases. In effect, this wing is
less stalled. Meanwhile, the descending wing has an
Figure 4-9. Spin—an aggravated stall and autorotation.
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increasing angle of attack, past the wing’s critical angle
of attack (stall) where the relative lift decreases and
drag increases.
A spin is caused when the airplane’s wing exceeds its
critical angle of attack (stall) with a sideslip or yaw
acting on the airplane at, or beyond, the actual stall.
During this uncoordinated maneuver, a pilot may not
be aware that a critical angle of attack has been
exceeded until the airplane yaws out of control toward
the lowering wing. If stall recovery is not initiated
immediately, the airplane may enter a spin.
If this stall occurs while the airplane is in a slipping or
skidding turn, this can result in a spin entry and
rotation in the direction that the rudder is being
applied, regardless of which wingtip is raised.
Many airplanes have to be forced to spin and require
considerable judgment and technique to get the spin
started. These same airplanes that have to be forced to
spin, may be accidentally put into a spin by
mishandling the controls in turns, stalls, and flight at
minimum controllable airspeeds. This fact is additional
evidence of the necessity for the practice of stalls until
the ability to recognize and recover from them
is developed.
Often a wing will drop at the beginning of a stall.
When this happens, the nose will attempt to move
(yaw) in the direction of the low wing. This is where
use of the rudder is important during a stall. The
correct amount of opposite rudder must be applied to
keep the nose from yawing toward the low wing. By
maintaining directional control and not allowing the
nose to yaw toward the low wing, before stall recovery
is initiated, a spin will be averted. If the nose is allowed
to yaw during the stall, the airplane will begin to slip in
the direction of the lowered wing, and will enter a spin.
An airplane must be stalled in order to enter a spin;
therefore, continued practice in stalls will help the pilot
develop a more instinctive and prompt reaction in
recognizing an approaching spin. It is essential to learn
to apply immediate corrective action any time it is
apparent that the airplane is nearing spin conditions. If
it is impossible to avoid a spin, the pilot should
immediately execute spin recovery procedures.
SPIN PROCEDURES
The flight instructor should demonstrate spins in those
airplanes that are approved for spins. Special spin
procedures or techniques required for a particular
airplane are not presented here. Before beginning any
spin operations, the following items should be
reviewed.
• The airplane’s AFM/POH limitations section,
placards, or type certification data, to determine if
the airplane is approved for spins.
• Weight and balance limitations.
• Recommended entry and recovery procedures.
• The requirements for parachutes. It would be
appropriate to review a current Title 14 of the
Code of Federal Regulations (14 CFR) part 91 for
the latest parachute requirements.
A thorough airplane preflight should be accomplished
with special emphasis on excess or loose items that
may affect the weight, center of gravity, and controllability
of the airplane. Slack or loose control cables
(particularly rudder and elevator) could prevent full
anti-spin control deflections and delay or preclude
recovery in some airplanes.
Prior to beginning spin training, the flight area, above
and below the airplane, must be clear of other air
traffic. This may be accomplished while slowing the
airplane for the spin entry. All spin training should be
initiated at an altitude high enough for a completed
recovery at or above 1,500 feet AGL.
It may be appropriate to introduce spin training by first
practicing both power-on and power-off stalls, in a
clean configuration. This practice would be used to
familiarize the student with the airplane’s specific stall
and recovery characteristics. Care should be taken with
the handling of the power (throttle) in entries and
during spins. Carburetor heat should be applied
according to the manufacturer’s recommendations.
There are four phases of a spin: entry, incipient,
developed, and recovery. ENTRY PHASE
The entry phase is where the pilot provides the
necessary elements for the spin, either accidentally or
intentionally. The entry procedure for demonstrating a
spin is similar to a power-off stall. During the entry,
the power should be reduced slowly to idle, while
simultaneously raising the nose to a pitch attitude that
will ensure a stall. As the airplane approaches a stall,
smoothly apply full rudder in the direction of the
desired spin rotation while applying full back (up)
elevator to the limit of travel. Always maintain the
ailerons in the neutral position during the spin
procedure unless AFM/POH specifies otherwise.
INCIPIENT PHASE
The incipient phase is from the time the airplane stalls
and rotation starts until the spin has fully developed.
This change may take up to two turns for most airplanes.
Incipient spins that are not allowed to develop into a
steady-state spin are the most commonly used in the
introduction to spin training and recovery techniques. In
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this phase, the aerodynamic and inertial forces have not
achieved a balance. As the incipient spin develops, the
indicated airspeed should be near or below stall airspeed,
and the turn-and-slip indicator should indicate
the direction of the spin.
The incipient spin recovery procedure should be
commenced prior to the completion of 360° of
rotation. The pilot should apply full rudder opposite
the direction of rotation. If the pilot is not sure of the
direction of the spin, check the turn-and-slip indicator;
it will show a deflection in the direction of rotation.
DEVELOPED PHASE
The developed phase occurs when the airplane’s
angular rotation rate, airspeed, and vertical speed are
stabilized while in a flightpath that is nearly vertical.
This is where airplane aerodynamic forces and inertial
forces are in balance, and the attitude, angles, and selfsustaining
motions about the vertical axis are constant
or repetitive. The spin is in equilibrium.
RECOVERY PHASE
The recovery phase occurs when the angle of attack of
the wings decreases below the critical angle of attack
and autorotation slows. Then the nose steepens and
rotation stops. This phase may last for a quarter turn to
several turns.
To recover, control inputs are initiated to disrupt the
spin equilibrium by stopping the rotation and stall. To
accomplish spin recovery, the manufacturer’s
Less Stalled
Stall
More Drag
Relative Wind
Greater
Angle of
Attack
Chord Line
Relative Wind
Less
Angle of
Attack
Chord Line
INCIPIENT SPIN
• Lasts about 4 to 6
seconds in light
aircraft.
• Approximately 2
turns.
FULLY
DEVELOPED SPIN
• Airspeed, vertical
speed, and rate of
rotation are
stabilized.
• Small, training
aircraft lose
approximately 500
feet per each 3
second turn.
RECOVERY
• Wings regain lift.
• Training aircraft
usually recover in
about 1/4 to 1/2 of
a turn after antispin
inputs are
applied.
More Stalled
Figure 4-10. Spin entry and recovery.
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4-15
recommended procedures should be followed. In the
absence of the manufacturer’s recommended spin
recovery procedures and techniques, the following
spin recovery procedures are recommended.
Step 1—REDUCE THE POWER (THROTTLE)
TO IDLE. Power aggravates the spin
characteristics. It usually results in a flatter spin
attitude and increased rotation rates.
Step 2—POSITION THE AILERONS TO
NEUTRAL. Ailerons may have an adverse effect
on spin recovery. Aileron control in the direction
of the spin may speed up the rate of rotation and
delay the recovery. Aileron control opposite the
direction of the spin may cause the down aileron
to move the wing deeper into the stall and
aggravate the situation. The best procedure is to
ensure that the ailerons are neutral.
Step 3—APPLY FULL OPPOSITE RUDDER
AGAINST THE ROTATION. Make sure that full
(against the stop) opposite rudder has been
applied.
Step 4—APPLY A POSITIVE AND BRISK,
STRAIGHT FORWARD MOVEMENT OF THE
ELEVATOR CONTROL FORWARD OF THE
NEUTRAL TO BREAK THE STALL. This
should be done immediately after full rudder
application. The forceful movement of the
elevator will decrease the excessive angle of attack
and break the stall. The controls should be held
firmly in this position. When the stall is “broken,”
the spinning will stop.
Step 5—AFTER SPIN ROTATION STOPS,
NEUTRALIZE THE RUDDER. If the rudder is
not neutralized at this time, the ensuing increased
airspeed acting upon a deflected rudder will cause
a yawing or skidding effect.
Slow and overly cautious control movements
during spin recovery must be avoided. In certain
cases it has been found that such movements result
in the airplane continuing to spin indefinitely, even
with anti-spin inputs. A brisk and positive
technique, on the other hand, results in a more
positive spin recovery.
Step 6—BEGIN APPLYING BACK-ELEVATOR
PRESSURE TO RAISE THE NOSE TO LEVEL
FLIGHT. Caution must be used not to apply
excessive back-elevator pressure after the rotation
stops. Excessive back-elevator pressure can cause
a secondary stall and result in another spin. Care
should be taken not to exceed the “G” load limits
and airspeed limitations during recovery. If the
flaps and/or retractable landing gear are extended
prior to the spin, they should be retracted as soon
as possible after spin entry.
It is important to remember that the above spin
recovery procedures and techniques are recommended
for use only in the absence of the manufacturer’s
procedures. Before any pilot attempts to begin spin
training, that pilot must be familiar with the procedures
provided by the manufacturer for spin recovery.
The most common problems in spin recovery include
pilot confusion as to the direction of spin rotation and
whether the maneuver is a spin versus spiral. If the
airspeed is increasing, the airplane is no longer in a
spin but in a spiral. In a spin, the airplane is stalled.
The indicated airspeed, therefore, should reflect
stall speed.
INTENTIONAL SPINS
The intentional spinning of an airplane, for which the
spin maneuver is not specifically approved, is NOT
authorized by this handbook or by the Code of Federal
Regulations. The official sources for determining if the
spin maneuver IS APPROVED or NOT APPROVED
for a specific airplane are:
• Type Certificate Data Sheets or the Aircraft
Specifications.
• The limitation section of the FAA-approved
AFM/POH. The limitation sections may provide
additional specific requirements for spin
authorization, such as limiting gross weight, CG
range, and amount of fuel.
• On a placard located in clear view of the pilot in
the airplane, NO ACROBATIC MANEUVERS
INCLUDING SPINS APPROVED. In airplanes
placarded against spins, there is no assurance that
recovery from a fully developed spin is possible.
There are occurrences involving airplanes wherein
spin restrictions are intentionally ignored by some
pilots. Despite the installation of placards prohibiting
intentional spins in these airplanes, a number of pilots,
and some flight instructors, attempt to justify the
maneuver, rationalizing that the spin restriction results
merely because of a “technicality” in the airworthiness
standards.
Some pilots reason that the airplane was spin tested
during its certification process and, therefore, no
problem should result from demonstrating or
practicing spins. However, those pilots overlook the
fact that a normal category airplane certification only
requires the airplane recover from a one-turn spin in
not more than one additional turn or 3 seconds,
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whichever takes longer. This same test of controllability
can also be used in certificating an airplane in the
Utility category (14 CFR section 23.221 (b)).
The point is that 360° of rotation (one-turn spin) does
not provide a stabilized spin. If the airplane’s
controllability has not been explored by the
engineering test pilot beyond the certification
requirements, prolonged spins (inadvertent or
intentional) in that airplane place an operating pilot in
an unexplored flight situation. Recovery may be
difficult or impossible.
In 14 CFR part 23, “Airworthiness Standards: Normal,
Utility, Acrobatic, and Commuter Category
Airplanes,” there are no requirements for investigation
of controllability in a true spinning condition for the
Normal category airplanes. The one-turn “margin of
safety” is essentially a check of the airplane’s controllability
in a delayed recovery from a stall. Therefore,
in airplanes placarded against spins there is absolutely
no assurance whatever that recovery from a fully
developed spin is possible under any circumstances.
The pilot of an airplane placarded against intentional
spins should assume that the airplane may well become
uncontrollable in a spin.
WEIGHT AND BALANCE REQUIREMENTS
With each airplane that is approved for spinning, the
weight and balance requirements are important for
safe performance and recovery from the spin maneuver.
Pilots must be aware that just minor weight or
balance changes can affect the airplane’s spin
recovery characteristics. Such changes can either
alter or enhance the spin maneuver and/or recovery
characteristics. For example, the addition of weight
in the aft baggage compartment, or additional fuel,
may still permit the airplane to be operated within
CG, but could seriously affect the spin and recovery
characteristics.