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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iii. Use visual horizon for obtaining nose attitude and bank angles in turns and confirm with<br />
instrument indication.<br />
iv. Co-ordination of controls throughout exercise:<br />
a. Balance – slip and skid.<br />
b. Speed control during flap extension and retraction.<br />
ENGINE CONSIDERATIONS<br />
i. Same as straight climbs and descents.<br />
d SIMILARITY TO PREVIOUS EXERCISES<br />
i. Effect of controls.<br />
ii. Straight climbs and descents.<br />
iii. Medium turns.<br />
iv. Climbing and Descending turns.<br />
e DE BRIEFING AFTER FLIGHT<br />
1. Briefly recap on the exercise and emphasise the important aspects applicable to:<br />
i. Straight and level flight at Vs1 and Vs0 − the instructor to point out the<br />
relationship between the lower than normal power setting, speed (Vs1 and Vs0)<br />
and higher nose attitude required to maintain altitude − Power + Attitude =<br />
Performance.<br />
ii. Slow flight in the turn where the bank angle is confined to 15º, and the power is<br />
increased to maintain altitude due to the increase in stalling speed as bank angle<br />
is increased.<br />
iii. The pronounced yawing effect from slipstream and torque with power changes.<br />
iv. The relative effectiveness of the primary controls at slow speed. The ailerons<br />
least effective, rudder requiring greater movement and the elevator/stabilator the<br />
most effective.<br />
v. The danger of retracting flap at lower airspeeds − DO NOT raise the flaps if<br />
airspeed is at the bottom of the green arc (Vs1).<br />
vi. Maintaining the aircraft in balance is all-important.<br />
vii. Beware of distractions e.g. radio calls, map reading, etc. Flying the aircraft is the<br />
number one priority.<br />
2. Discuss the common faults students usually make<br />
i. The student will normally tend to concentrate on the airspeed which in one<br />
sense is beneficial, but as the object of the total exercise is complete control<br />
over airspeed, altitude, heading and balance he must learn to scan the various<br />
instruments whilst also maintaining a careful lookout.<br />
ii. In this respect it should be pointed out that once the correct power setting has<br />
been achieved, the maintenance of a constant attitude will also result in a<br />
constant airspeed, unless the aircraft is allowed to become unbalanced or<br />
updraughts/downdraughts are present.<br />
iii. Balance, particularly when the aircraft is being flown at high power and low<br />
airspeed will create a much larger problem than when the aircraft is being flown<br />
at normal operational speeds, and it may be necessary in the early stages for<br />
the instructor to fly the aircraft in relation to pitch and lateral level and leave the<br />
student the single task of maintaining balance by use of rudder.<br />
NOTE: Slow flight, all forms of stalls and recovery from spins at the incipient stage are<br />
those exercises included in the mandatory two hours of stall/spin awareness<br />
and avoidance training which is now part of the private pilot license course.<br />
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