HI.XI.K.K1a

From the FAA library

• Pilot's Handbook of Aeronautical Knowledgep. 5-36
  Chapter 5: Aerodynamics of Flight › Load Factors › Load Factors and Flight Maneuvers

  Spins Load Factors and Flight Maneuvers Critical load factors apply to all flight maneuvers except unaccelerated straight flight where a load factor of 1 G is always present. Certain maneuvers considered in this section are known to involve relatively high ... load factors. Full application of pitch, roll, or yaw controls should be confined to speeds below the maneuvering speed. Avoid rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw (e.g., large sideslip…

• Pilot's Handbook of Aeronautical Knowledgep. 5-36
  Chapter 5: Aerodynamics of Flight › Load Factors › Stalls

  higher load factor should never be necessary unless recovery has been effected with the aircraft’s nose near or beyond the vertical attitude or at extremely low altitudes to avoid diving into the ground. A stabilized spin is not different ... from a stall in any element other than rotation and the same load factor considerations apply to spin recovery as apply to stall recovery. Since spin recoveries are usually effected with the nose much lower than is common in stall…

• Pilot's Handbook of Aeronautical Knowledgep. 5-32
  Chapter 5: Aerodynamics of Flight › Load Factors

  continues getting smaller until it reaches the value of zero when the propeller shaft is exactly horizontal in relation to the moving air. The effects of each of these four elements of torque vary in value with changes in flight ... propeller combinations, as well as other design features. To maintain positive control of the aircraft in all flight conditions, the pilot must apply the flight controls as necessary to compensate for these varying values. Figure 5-51. Asymmetrical loading…

• Helicopter Flying Handbookp. 11-15
  Chapter 11: Helicopter Emergencies and Hazards › Low-G Conditions and Mast Bumping

  Recover from a low-G situation by first gently applying aft cyclic to restore normal G before attempting to correct any roll. If turbulence is expected or encountered, reduce power and use a slower than normal cruise speed. Turbulence (where ... rotor flapping angles are already present), and higher airspeeds (where the controls are more sensitive) both increase susceptibility to low-G conditions. • Use a flight simulator to learn to recognize and experience low G conditions that result in mast bumping…

• Airplane Flying Handbookp. G-1
  Glossary › Numbers and Symbols

  Aerodynamic ceiling. The point (altitude) at which, as the indicated airspeed decreases with altitude, it progressively merges with the low speed buffet boundary where pre-stall buffet occurs for the airplane at a load factor of 1.0 G. Aerodynamics ... object, and with the motion of air on other gases. Aerodynamics deals with the production of lift by the aircraft, the relative wind, and the atmosphere. Ailerons. Primary flight control surfaces mounted on the trailing edge of an airplane wing…

• FAA Aeronautical Chart Users' Guidep. 82
  IFR ENROUTE LOW / HIGH ALTITUDE SYMBOLS (U.S., PACIFIC AND ALASKA CHARTS) › AIRSPACE INFORMATION

  NAVAID or Fix Note: Not shown on joint Victor/RNAV or Jet/RNAV Routes. VHF/UHF LF/MF MINIMUM ENROUTE ALTITUDE (MEA) RNAV LOW CHARTS LOW CHARTS All Altitudes Are MSL Unless Otherwise Noted. LOW CHARTS Directional MEAs HIGH CHARTS HIGH CHARTS HIGH CHARTS ... shown on IFR High Altitude Charts when MEA is other than 18,000’. aircraft MEA for DME/DME/IRU RNAV aircraft LOW CHARTS MINIMUM ENROUTE ALTITUDE (MEA) GAP N/A MEA is established when there is a gap in navigation signal coverage. HIGH…