Flight Instructors Training Procedures _revised AIC_x

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