CA.IX.A.S5

From the FAA library

• Airplane Flying Handbookp. 16-17
  Chapter 16: Transition to Jet-Powered Airplanes › Jet Airplane Descent and Approach › Descent Planning

  typical idle power descent, the top of descent (TOD), point A in figure 16-14, is determined by altitude, adjusted for wind. Jet descent profiles normally approximate a 3 degree path, with some time/distance required for deceleration in level flight ... airport without factoring wind, an estimate for TOD may be calculated by multiplying the planned descent (in thousands of feet) by 3 and adding any distance needed for speed reductions in level flight (losing about 10 KIAS per mile when…

• Airplane Flying Handbookp. 3-21
  Chapter 3: Basic Flight Maneuvers › Glides

  Some characteristics of the minimum safe airspeed descent are a steeper-than-normal descent angle, and the excessive power that may be required to produce acceleration at low airspeed should “mushing” and/or an excessive rate of descent be allowed ... develop. ⦁ Emergency descent—some airplanes have a specific procedure for rapidly losing altitude. The AFM/POH specifies the procedure. In general, emergency descent procedures are high drag, high airspeed procedures requiring a specific airplane configuration (such as power to idle, propellers…

• Airplane Flying Handbookp. 16-19
  Chapter 16: Transition to Jet-Powered Airplanes › Jet Airplane Descent and Approach › Descent Energy Management

  point. [Figure 16-15] In this example, both jets fly past point X at the same cruise speed and altitude with plans to arrive at point Y at 10,000 feet and 250 knots. In both cases, the aircraft would ... then be in a position to set up a continued descent. The 250-knot descent requires a few miles for deceleration and gives a shallower descent path. The 300-knot descent allows staying at altitude longer, descending at a steeper…

• Airplane Flying HandbookPDF page 357
  Chapter 18: Emergency Procedures › Emergency Descents

  radio call announcing descent intentions may be appropriate to alert other aircraft in the area. When initiating the descent, a bank of approximately 30 to 45° should be established to maintain positive load factors (G forces) on the airplane. Emergency ... descent training should be performed as recommended by the manufacturer, including the configuration and airspeeds. Except when prohibited by the manufacturer, the power should be reduced to idle, and the propeller control (if equipped) should be placed…

• Airplane Flying Handbookp. 3-20
  Chapter 3: Basic Flight Maneuvers › Descents and Descending Turns

  Descents and Descending Turns When an airplane enters a descent, its attitude changes from level flight to flight with a descent profile. [Figure 3-22] In a descent, weight no longer acts solely perpendicular to the flightpath. Since induced drag ... decreased as lift is reduced in order to descend, excess thrust will provide higher airspeeds. The weight/gravity force is about the same. This causes an increase in total thrust and a power reduction is required to balance the forces…

• Airplane Flying Handbookp. 4-2
  Chapter 4: Energy Management: Mastering Altitude and Airspeed Control › Viewing the Airplane as an Energy System › A Frame of Reference for Managing Energy State

  example, if the pilot decides to put all the surplus energy into altitude, the airplane can climb at a constant airspeed. [Figure 4-1A] If the pilot opts to place all the surplus energy into airspeed, the airplane ... accelerate while maintaining altitude. [Figure 4-1B] When drag exceeds thrust, (T – D < 0), the airplane's total mechanical energy decreases. The pilot has two sources of stored energy to tap into. For example, the pilot may choose…