AI.X.B.K4
KnowledgeThe relationships between lift, drag, angle of attack, airspeed, load factor, power required, weight, center of gravity, attitude, yaw effects, controllability, and stalls and spins.
From the FAA library
- Chapter 5: Maintaining Aircraft Control: Upset Prevention and Recovery Training › Slow Flight
pilot training and testing purposes, slow flight includes two main elements: ⦁ Slowing to, maneuvering at, and recovering from an airspeed at which the airplane is still capable of maintaining controlled flight without activating the stall warning—5 to 10 knots ... above the 1G stall speed is a good target. ⦁ Performing slow flight in configurations appropriate to takeoffs, climbs, descents, approaches to landing, and go-arounds. Slow flight should be introduced with the target airspeed sufficiently above the stall to permit…
- Chapter 5: Aerodynamics of Flight › Aerodynamic Forces in Flight Maneuvers › Forces in Climbs
Normal, slipping, and skidding turns at a constant altitude. If the climb is entered with no change in power setting, the airspeed gradually diminishes because the thrust required to maintain a given airspeed in level flight is insufficient to maintain ... same airspeed in a climb. When the flight path is inclined upward, a component of the aircraft’s weight acts in the same direction as, and parallel to, the total drag of the aircraft, thereby increasing the total effective drag…
- Chapter 6: Flight Controls › Flight Control Systems › Primary Flight Controls
Flight Control Systems Flight Controls Aircraft flight control systems consist of primary and secondary systems. The ailerons, elevator (or stabilator), and rudder constitute the primary control system and are required to control an aircraft safely during flight. Wing flaps, leading ... edge devices, spoilers, and trim systems constitute the secondary control system and improve the performance characteristics of the airplane or relieve the pilot of excessive control forces. Primary Flight Controls Aircraft control systems are carefully designed to provide adequate responsiveness…
- CHAPTER 2. FLIGHT TRAINING: STALLS › 200. STALL TRAINING › a. Stall Avoidance Practice at Slow Airspeeds
This loss of power will result in a VMC lower than the stall speed at higher altitudes. (VMC is the minimum control speed with the critical engine inoperative). Also, some airplanes have such an effective rudder that even ... level VMC is lower than stall speed. For these airplanes, demonstrating loss of directional control may be safely conducted by limiting rudder travel to simulate maximum rudder available. Limiting rudder travel should be accomplished well above the power-off stall…
- Chapter 5: Maintaining Aircraft Control: Upset Prevention and Recovery Training › Slow Flight › Maneuvering in Slow Flight
evaluated on the practical test. With an AOA just under the AOA which may cause an aerodynamic buffet or stall warning, the flight controls are less effective. [Figure 5-7] The elevator control is less responsive and larger control movements ... necessary to retain control of the airplane. In propeller-driven airplanes, torque, slipstream effect, and P-factor may produce a strong left yaw, which requires right rudder input to maintain coordinated flight. The closer the airplane…
- Chapter 11: Aircraft Performance › Performance › Straight-and-Level Flight
equilibrium of the aircraft. For the aircraft to remain in steady, level flight, equilibrium must be obtained by a lift equal to the aircraft weight and a powerplant thrust equal to the aircraft drag. Thus, the aircraft drag defines ... thrust required to maintain steady, level flight. As presented in Chapter 4, Aerodynamics of Flight, all parts of an aircraft contribute to the drag, either induced (from lifting surfaces) or parasite drag. While parasite drag predominates at high speed, induced…