AP.VII.G.S1
SkillUse proper instrument cross-check and interpretation to identify an unusual attitude (including both nose-high and nose-low) in flight, and apply the appropriate flight control, power input, and aircraft configuration in the correct sequence, to return to a stabilized level flight attitude.
From the FAA library
- 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 6: Flight Controls
Chapter Summary In order to sustain an aircraft in flight, a pilot must understand how thrust, drag, lift, and weight act on the aircraft. By understanding the aerodynamics of flight, how design, weight, load factors, and gravity affect an aircraft ... during flight maneuvers from stalls to high speed flight, the pilot learns how to control the balance between these forces. For information on stall speeds, load factors, and other important aircraft data, always consult the AFM/POH for specific information pertaining…
- Chapter 11: Aircraft Performance › Performance › Straight-and-Level Flight
Straight-and-Level Flight All of the principal components of flight performance involve steady-state flight conditions and equilibrium of the aircraft. For the aircraft to remain in steady, level flight, equilibrium must be obtained by a lift equal ... aircraft weight and a powerplant thrust equal to the aircraft drag. Thus, the aircraft drag defines the thrust required to maintain steady, level flight. As presented in Chapter 4, Aerodynamics of Flight, all parts of an aircraft contribute…
- Chapter 8: Flight Instruments › Instrument Check › Attitude Indicator
This may be extremely hazardous when the aircraft is operating in instrument meteorological conditions or confuse a pilot during an unusual attitude recovery. A number of modern attitude indicators do not have this problem. Every pilot should be able ... interpret the banking scale illustrated in Figure 8-24. Most banking scale indicators on the top of the instrument move in the same direction from that in which the aircraft is actually banked. Some other models move in the opposite…
- Chapter 8: Flight Instruments › Electronic Flight Display (EFD)
case of the VSI, a blocked static system produces a continuous zero indication. [Figure 8-11] Some aircraft are equipped with an alternate static source in the flight deck. In the case of a blocked static source, opening the alternate ... static source introduces static pressure from the flight deck into the system. Flight deck static pressure is lower than outside static pressure. Check the aircraft AOM/POH for airspeed corrections when utilizing alternate static pressure. Figure 8-11. Blocked static system…
- Chapter 7, Section I: Airplane Basic Flight Maneuvers › Unusual Attitudes and Recoveries › Recovery from Unusual Attitudes
Recognizing Unusual Attitudes As a general rule, any time an instrument rate of movement or indication other than those associated with the basic instrument flight maneuvers is noted, assume an unusual attitude and increase the speed of cross-check ... confirm the attitude, instrument error, or instrument malfunction. Nose-high attitudes are shown by the rate and direction of movement of the altimeter needle, vertical speed needle, and airspeed needle, as well as the immediately recognizable indication of the attitude…