Airplane Flying Handbook

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Spiral Dive Recovery Template 1. Reduce power (throttle) to idle 2. Apply some forward elevator 3. Roll wings level 4. Gently raise the nose to level flight 5. Increase power to climb power Figure 4-18. Spiral dive recovery template. 5. Increase Power to Climb Power. Once the airspeed has stabilized to V Y , apply climb power and climb back to a safe altitude. In general, spiral dive recovery procedures are summarized in Figure 4-18. Common errors in the recovery from spiral dives are: • Failure to reduce power first • Mistakenly adding power • Attempting to pull out of dive without rolling wings level • Simultaneously pulling out of dive while rolling wings level • Not unloading the Gs prior to rolling level • Not adding power once climb is established UPRT Summary A significant point to note is that UPRT skills are both complex and perishable. Repetition is needed to establish the correct mental models, and recurrent practice/training is necessary as well. The context in which UPRT procedures are introduced and implemented is also an important consideration. The pilot must clearly understand, for example, whether a particular procedure has broad applicability, or is type-specific. To attain the highest levels of learning possible, the best approach starts with the broadest form of a given procedure, then narrows it down to type-specific requirements. Chapter Summary A pilot’s most fundamental and important responsibility is to maintain aircraft control. Initial flight training thus provides skills to operate an airplane in a safe manner, generally within normal “expected” environments, with the addition of some instruction in upset and stall situations. This chapter discussed the elements of basic aircraft control, with emphasis on AOA. It offered a discussion of circumstances and scenarios that can lead to LOC-I, including stalls and airplane upsets. It discussed the importance of developing proficiency in slow flight, stalls, and stall recoveries, spin awareness and recovery, upset prevention and recovery, and spiral dive recovery. Pilots need to understand that primary training cannot cover all possible contingencies that an airplane or pilot may encounter, and therefore they should seek recurrent/additional training for their normal areas of operation, as well as to seek appropriate training that develops the aeronautical skill set beyond the requirements for initial certification. For additional considerations on performing some of these maneuvers in multiengine airplanes and jet powered airplanes, refer to Chapters 12 and 15, respectively. Additional advisory circular (AC) guidance is available at www.faa.gov: • AC 61-67 (as revised), Stall and Spin Awareness Training; • AC 120-109 (as revised), Stall Prevention and Recovery Training; and • AC 120-111 (as revised), Upset Prevention and Recovery Training. 4-24
Chapter 5 Takeoffs and Departure Climbs Introduction A review of aircraft accident data shows that about twenty percent of all general aviation (GA) accidents occur during takeoff and departure climbs. Further breakdown of the data indicates that more than half of those accidents were the result of some sort of failure of the pilot, and twenty percent of the mishaps are the result of loss in control of the airplane. When compared to the entire profile of a normal flight, this phase of a flight is relatively short, but the pilot workload is greatest. This chapter discusses takeoffs and departure climbs in airplanes under normal conditions and under conditions that require maximum performance. 5-1
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Airplane Flying Handbook 2016 U.S.
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Preface The Glider Flying Handbook
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Acknowledgments The Airplane Flying
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Table of Contents Preface..........
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Constant Radius During Turning Flig
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Short-Field Landing................
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Chapter 1 Introduction to Flight Tr
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for the certification of airmen and
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Figure 1-5 shows an example of some
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the need arises, to private individ
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Figure 1-9. FAA Form 8000-4, Air Ag
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encompassed by, the tasks within ea
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Figure 1-13. Three major areas cont
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Figure 1-18. A sample before landin
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Chapter 2 Ground Operations Introdu
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Figure 2-3. Airplane Flight Manuals
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deck reference guide is in the airc
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Figure 2-9. An AVGAS fuel filler no
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• Brakes and brake systems should
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• Take a pilot who is more experi
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the position (navigation) lights sh
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SW-2, 12 JAN 2012 to 09 FEB 2012 SW
Page 47 and 48: the weathervaning tendency is less
Page 49 and 50: • Install chocks and release park
Page 51 and 52: Chapter 3 Basic Flight Maneuvers In
Page 53 and 54: Elevator—Pitch Lateral axis Rudde
Page 55 and 56: the airplane’s vertical axis (yaw
Page 57 and 58: 30 W OBS W OBS W 30 W OBS W OBS NAV
Page 59 and 60: Nose high Natural horizon reference
Page 61 and 62: D195I D212I HDG UP A212I TAS 100KT
Page 63 and 64: Skid Coordinated Turn Slip D.C. ELE
Page 65 and 66: D195I D212I HDG UP A212I 130 120 11
Page 67 and 68: Best angle-of-climb airspeed (V X )
Page 69 and 70: W W S S E E TAS 106KT OAT 7°C 2 1
Page 71 and 72: 14 Too fast Best glide speed Too sl
Page 73 and 74: • Cross-controlling during glidin
Page 75 and 76: Chapter 4 Maintaining Aircraft Cont
Page 77 and 78: therefore closer to the higher spee
Page 79 and 80: • Excessive back-elevator pressur
Page 81 and 82: manufactured with a certain amount
Page 83 and 84: stall occurring during approach to
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Page 87 and 88: left. With the throttle fully advan
Page 89 and 90: Stall Less stalled Incipient Spin
Page 91 and 92: Unfortunately, accident records sho
Page 93 and 94: The ability to separate time-critic
Page 95 and 96: Aerobatics vs. UPRT Flight Training
Page 97: while in flight. For these reasons,
Page 101 and 102: Take-off Distance vs. Density Altit
Page 103 and 104: Each type of airplane has a best pi
Page 105 and 106: Apply full aileron into wind Rudder
Page 107 and 108: • Using less than full aileron pr
Page 109 and 110: diminishes the pilot's ability to s
Page 111 and 112: point is reached and the airplane i
Page 113 and 114: Chapter 6 Ground Reference Maneuver
Page 115 and 116: clearing turns looking to the left
Page 117 and 118: Actual ground path Intended ground
Page 119 and 120: Exit Turn more than 90° rollout wi
Page 121 and 122: To perform a turn around a point, t
Page 123 and 124: the bank angle should be increased
Page 125 and 126: To successfully perform eights alon
Page 127 and 128: Wind Entry Gaining altitude Gaining
Page 129 and 130: Too high Pivotal altitude Too low F
Page 131 and 132: Chapter 7 Airport Traffic Patterns
Page 133 and 134: Crosswind WIND Entry 18 Left-Hand T
Page 135 and 136: Since in most cases the takeoff is
Page 137 and 138: Chapter 8 Approaches and Landings I
Page 139 and 140: stalling speed with power off, land
Page 141 and 142: No flaps; flatter descent angle Hal
Page 143 and 144: 10° to 15° 27 Figure 8-7. To obta
Page 145 and 146: The ailerons serve the same purpose
Page 147 and 148: power. Once again, the airspeed mus
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the go-around/rejected landing is.
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WIND longitudinal axis aligned with
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component decreases and the relativ
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34 Obstacle clearance Effective run
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• Unstable approach • Undue del
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1 36 2 3 1. Strong Wind Set up clos
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When abreast of or opposite the des
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Spiral over landing field WIND Retr
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Intercept normal glidepath, resume
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34 Figure 8-34. Floating during rou
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Decreasing angle of attack Rapid in
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on these airplanes, any time a swer
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Chapter 9 Performance Maneuvers Int
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should realize load factors increas
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maneuver. During practice of the ma
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90° point 1. Bank 30° (approximat
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Chapter 10 Night Operations Introdu
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enlarge to receive as much of the a
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It is recommended that prior to a n
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for this possibility. Hold or lock
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to round out too high until attaini
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Chapter 11 Transition to Complex Ai
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L = 1 pV 2 SC L 2 L = Lift produced
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Center of pressure - Lift Center of
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in climb. Consequently, engine powe
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Turbocharger The turbocharger incor
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• Operate the engine in such a ma
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GEAR UP GEAR UP GEAR DOWN TAXI LAND
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the airplane could no longer be lan
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eceived to ensure a complete unders
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Chapter 12 Transition to Multiengin
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140 200 180 260 250 200 160 160 140
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1 Counterweight action 6 6 2 3 5 4
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The entire flight director/autopilo
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Performance and Limitations Discuss
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Weight and Balance The weight and b
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airplane to pivot about a stationar
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3 500 feet 1. Accelerate to cruise
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increasing application of aileron i
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from a bad bounce, as well as a go-
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operative engine is the only altern
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the airplane may not maintain altit
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Drag TAS 106KT OAT 7°C 2 1 1 2 Dra
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Stall Recovery Template 1. Wing lev
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Chapter 13 Transition to Tailwheel
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length, if desired. While taxiing,
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Landing The difference between nose
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combination of inertia acting on th
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Chapter 14 Transition to Turboprope
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The turboprop engine offers several
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NAV1 108.00 113.00 NAV2 108.00 110.
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ITT 50 TORO 0 0 PROP 0 ITT 0 FF 0 5
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The distribution of DC and AC power
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1. Before takeoff checks .. Complet
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Chapter Summary Transitioning from
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Chapter 15 Transition to Jet-Powere
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Fan air Fan air Combustion Inlet ai
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TAT 13° C 2.00 2.00 2.00 2.00 EPR
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In not having propellers, the jet-p
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Stick force in pounds 70 60 50 40 3
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C 19,000 lbs 18,000 lbs 17,000 lbs
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of the airplane as the stall develo
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OC Relative wind Pre-stall OC Initi
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everse thrust increases with speed;
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adequately repaired or replaced. In
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Captain’s Briefing I will advance
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• Natural contaminants (standing
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acceleration during this phase of t
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• Poor acceleration response in a
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If the flare is extended (held off)
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In the event of an engine failure i
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Chapter 16 Transition to Light Spor
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Maximum gross weight of 1,320 pound
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• After landing, parking, and sec
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[Figure 16-8] While this is not a l
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Regardless, a pilot must become fam
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Takeoff and Climb Takeoff and climb
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LSA’s controls become ineffective
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Chapter 17 Emergency Procedures Eme
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Avoiding forcible contact with inte
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from an irregularly running engine;
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300 feet AGL 4,480 feet 180° 1,016
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two immediate demands: attacking th
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If the landing gear malfunction is
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140 NAV1 108.00 113.00 NAV2 108.00
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point where attention is focused on
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140 NAV1 108.00 113.00 NAV2 108.00
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Glossary Numbers and Symbols 100-ho
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Axes of an aircraft. Three imaginar
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Compressor stall. In gas turbine en
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Environmental systems. In an aircra
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Gust penetration speed. The speed t
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Limit load factor. Amount of stress
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Pivotal altitude. A specific altitu
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Shock waves. A compression wave for
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Thrust. The force which imparts a c
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Vertical stability. Stability about
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Index A Abnormal engine instrument
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Gliding turns......................
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Initial climb......................
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