PI.IX.C.R4
Risk managementConfiguring the aircraft.
From the FAA library
- Chapter 11: Aircraft Performance › Climb Performance Factors › Range Performance
condition is obtained at maximum lift/ drag ratio (L/DMAX), and it is important to note that for a given aircraft configuration, the L/DMAX occurs at a particular AOA and lift coefficient and is unaffected by weight or altitude. A variation ... cases, it is not always true as there are different variables to every situation. Each aircraft configuration is different, and there is not a rule of thumb that encompasses all of them as to how to achieve the max range…
- Chapter 11: Aircraft Performance › Takeoff and Landing Performance › Landing Performance
When minimum landing distances are considered, braking friction forces predominate during the landing roll and, for the majority of aircraft configurations, braking friction is the main source of deceleration. The minimum landing distance varies in direct proportion to the gross ... effect of wind on landing distance is large and deserves proper consideration when predicting landing distance. Since the aircraft lands at a particular airspeed independent of the wind, the principal effect of wind on landing distance is the change…
- Glossary
intermediate altitude in advance when flying a high performance aircraft, you can plan the power or thrust settings and aircraft configurations that result in the most efficient descent, in terms of time, fuel requirements, and engine wear. Visual Approach…
- Chapter 8: Flight Instruments › Airspeed Indicator Markings
Lower limit of white arc (VS0)—the stalling speed or the minimum steady flight speed in the landing configuration. In small aircraft, this is the power-off stall speed at the maximum landing weight in the landing configuration (gear ... limit of green arc (VS1)—the stalling speed or the minimum steady flight speed obtained in a specified configuration. For most aircraft, this is the power-off stall speed at the maximum takeoff weight in the clean configuration (gear…
- Chapter 9: Techniques of Flight Instruction › Use of Distractions
landing, and twenty percent were preceded by engine failure. Preoccupation inside or outside the flight deck while changing aircraft configuration or trim, maneuvering to avoid other traffic, or clearing hazardous obstacles during takeoff and climb could create a potential stall/spin ... inadvertent stall or spin or the possibility of an upset while performing tasks that are secondary to controlling the aircraft. The FAA has established a policy for use of certain distractions on practical tests for pilot certification. The purpose…
- Chapter 9: Approaches and Landings › Final Approach › Stabilized Approach Concept
pilot applies a gust factor, indicated airspeed should not decay below the recommended landing speed. 4. Configuration. The aircraft is in the correct landing configuration with flaps as required; landing gear extended, and is in trim. 5. Descent rate ... rate prior to 300 ft AGL. 6. Power setting. The pilot should use a power setting appropriate for the aircraft configuration and not below the minimum power for approach as defined by the AFM. 7. Briefings and checklists. Completing…