CP.IX.J.R3
Risk managementControl input errors, inducing undesired aircraft attitudes.
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 5: Aerodynamics of Flight › Axes of an Aircraft
Whenever an aircraft changes its flight attitude or position in flight, it rotates about one or more of the three axes. [Figure 5-18] The aircraft’s motion about its longitudinal axis resembles the roll of a ship from side ... side. In fact, the names used to describe the motion about an aircraft’s three axes were originally nautical terms. They have been adapted to aeronautical terminology due to the similarity of motion of aircraft and seagoing ships. The motion…
- Chapter 6: Flight Controls › Flight Control Systems › Trim Tabs
forces the trailing edge of the elevator up, reducing the elevator’s AOA. This causes the tail of the aircraft to move down and the nose to move up. In spite of the opposing directional movement of the trim ... elevator, control of trim is natural to a pilot. If the pilot needs to exert constant back pressure on a control column, the need for nose-up trim is indicated. The normal trim procedure is to continue trimming until…
- 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 ... 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 direction from that in which the aircraft is actually banked…
- Chapter 6, Section I: Airplane Attitude Instrument Flying › Learning Methods › Pitch Control
Attitude Instrument Flying Using the Primary and Supporting Method Another basic method for teaching attitude instrument flying classifies the instruments as they relate to control function, as well as aircraft performance. All maneuvers involve some degree of motion about ... lateral (pitch), longitudinal (bank/ roll), and vertical (yaw) axes. Attitude control is stressed in this handbook in terms of pitch control, bank control, power control, and trim control. Instruments are grouped as they relate to control function and aircraft performance…