Flight Instructors Training Procedures _revised AIC_x

1. AIM
EXERCISE 10A
SLOW FLIGHT
To enable the student to fly the aircraft at the lower speed range safely and accurately, and to control
the aircraft in balance while returning to normal airspeeds.
DEFINITION
Any speed below the normal operating range of the aircraft.
WHY IT IS BEING TAUGHT
To give the student a good understanding and thorough knowledge of the principles required to fly at
the lower speed range of the aircraft at different attitude, trim and power settings at various speeds and
configurations.
2. LONG BRIEFING
i. Objectives:
a. Aeroplane Handling Characteristics during Slow Flight at –
Vs1 & Vs0 + 10 knots;
Vs1 & Vs0 + 5 Knots;
b. Slow Flight During Instructor Induced distractions;
c. Effect of going around from an approach or landing in configurations where application
of engine power causes a strong ‘nose-up’ movement requiring a large trim change;
ii. Considerations:
a. The effect of controls during Slow Flight
The ailerons can be very ineffective at slow airspeeds. Furthermore, in a slow
airspeed/high angle-of-attack situation, adverse yaw (described in exercise 9) is far
more pronounced, especially with large aileron deflections, i.e. when rolling into or out
of a turn.
The rudder is also less effective at slow airspeed and coarser use of the rudder pedals
may be necessary.
The elevator/stabilator is the most powerful of the three primary flying controls. As well
as controlling the attitude, the tail plane or stabilator provides stability in pitch. The
elevator or stabilator is, of course, less effective at slow airspeeds. In addition the high
angle of attack of the wing can produce a considerable ‘downwash’ over the tail,
altering its angle of attack and therefore the lift force produced by the tail plane. The
effect of downwash is generally more noticeable on a high-wing aircraft than a lowwing
aircraft.
The slipstream will alter the feel and effectiveness for the rudder and the
elevator/stabilator (except on a ‘T’-tail aircraft where the elevator is outside the
slipstream). At slow airspeeds the helix of the slipstream is much tighter around the
fuselage and its effect more pronounced. Changes in power setting at slow airspeeds
will have a more noticeable yawing effect, which the pilot will have to anticipate and
correct.
Raising and lowering of flap is another factor to consider more carefully during slow
flight. The change in drag (and therefore change in airspeed) is more critical at these
,
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