IL.XII.A.S3
SkillEstablish and maintain an airspeed at which any further increase in angle of attack, increase in load factor, or reduction in power, would result in a stall warning (e.g., aircraft buffet, stall horn, etc.).
From the FAA library
- 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…
- Chapter 5: Aerodynamics of Flight › Load Factors › Chandelles and Lazy Eights
load factor necessary for these maneuvers produces a stress on the wings and tail structure, which does not leave a reasonable margin of safety in most light aircraft. The only way this stall can be induced at an airspeed above ... normal stalling involves the imposition of an added load factor, which may be accomplished by a severe pull on the elevator control. A speed of 1.7 times stalling speed (about 102 knots in a light aircraft with a stalling speed…
- Chapter 5: Aerodynamics of Flight › Weight and Balance › Effect of Load Distribution
Effect of Load Distribution The effect of the position of the CG on the load imposed on an aircraft’s wing in flight is significant to climb and cruising performance. An aircraft with forward loading is “heavier” and consequently, slower ... than the same aircraft with the CG further aft. Figure 5-63 illustrates why this is true. With forward loading, “nose-up” trim is required in most aircraft to maintain level cruising flight. Nose-up trim involves setting the tail…
- Chapter 5: Aerodynamics of Flight › Stalls
critical AOA, but as stated above, it does not completely stop producing lift. In most straight-wing aircraft, the wing is designed to stall the wing root first. The wing root reaches its critical AOA first making the stall progress ... outward toward the wingtip. By having the wing root stall first, aileron effectiveness is maintained at the wingtips, maintaining controllability of the aircraft. Various design methods are used to achieve the stalling of the wing root first. In one design…
- 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 11: Aircraft Performance › Performance › Straight-and-Level Flight
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 to the 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 to the drag…