Flight Instructors Training Procedures _revised AIC_x

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