Flight Instructors Training Procedures _revised AIC_x
Flight Instructors Training Procedures _revised AIC_x
Flight Instructors Training Procedures _revised AIC_x
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slower airspeeds. Do not raise the flaps if the airspeed is below Vs1 – the flaps-up<br />
stalling airspeed (i.e. the bottom of the green arc on the ASI).<br />
All control movements should be smooth and coordinated. Harsh and excessive<br />
control movements must be avoided.<br />
b. Maneuvering in Slow <strong>Flight</strong><br />
During the flight at slow airspeed, maintaining the selected airspeed and balanced<br />
flight are all-important. Any change in power setting will have a pronounced yawing<br />
effect, which the pilot must anticipate and correct. Similarly, when turning the<br />
increased adverse yaw needs to be compensated for by the pilot.<br />
We return to the maxim that Power + Attitude = Performance. To fly level, the required<br />
power is set and the attitude adjusted to attain the target airspeed. It may be<br />
necessary to make small adjustments to the power and attitude to stay level at the<br />
selected airspeed. An excess of power will cause the aircraft to climb, while too little<br />
power will cause the aircraft to descend. Attitude is controlling airspeed; power is<br />
controlling height/altitude.<br />
During a turn, the small loss of airspeed normally acceptable is no longer safe so, the<br />
aircraft is pitched nose-down to maintain airspeed and power is added (during a level<br />
turn) to stop the aircraft descending. During slow flight, turns are normally made at no<br />
more than 30º angle of bank due to the increase in stalling speed as angle of bank<br />
increases emphasize awareness and caution.<br />
It is worth repeating that during all these maneuvers, keeping the aircraft in balance<br />
using the rudder and maintenance of the selected airspeed through attitude is allimportant.<br />
c. Distractions During Slow <strong>Flight</strong><br />
The danger of flying too slowly often manifests itself when the pilot is distracted from<br />
the primary task of flying the aircraft by some secondary factor (i.e. radio calls, talking<br />
to passengers, map reading, positioning in the circuit etc.) The instructor is to simulate<br />
a number of distractions to demonstrate the importance of making the actual flying of<br />
the aircraft the Number One priority at all times.<br />
iii. Airmanship.<br />
3. DESCRIPTION OF AIR EXERCISE<br />
a. APPLICABLE PROCEDURES AND CHECKLISTS<br />
b. AIRCRAFT HANDLING TECHNIQUES:-<br />
DEMONSTRATION OBSERVATION<br />
1. CONTROLLED FLIGHT AT LOW AIRSPEED<br />
(DEMONSTRATION AT Vs1 + 10 KTS)<br />
i. From straight and level flight.<br />
i. Maintain a lookout whilst reducing power and<br />
maintaining altitude, heading and balance.<br />
ii. Re-trim in stages and when Vs1 + 10 knots is<br />
established, adjust power as necessary to<br />
maintain airspeed and altitude.<br />
iii. Note the attitude and reduced response from<br />
the flying controls.<br />
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