EXERCISE 10A

SLOW FLIGHT

 AIM:

To enable the student to fly the aircraft at the lower speed range safely and accurately, and to control
The aircraft in balance while returning to normal airspeeds.

 DEFINITION:

Any speed below the normal operating range of the aircraft.

 Objectives:

- Aeroplane Handling Characteristics during Slow Flight at :

 Vs1 & Vs0 + 10 knots.

 Vs1 & Vs0 + 5 Knots.

- Slow Flight During Instructor Induced distractions.

- Effect of going around from an approach or landing in configurations where application

of engine power causes a strong ‘nose-up’ movement requiring a large trim change.

 Considerations:

- The effect of controls during Slow Flight.

1- The ailerons can be very ineffective at slow airspeeds. Furthermore, in a slow

Airspeed/high angle-of-attack situation, adverse yaw (described in exercise 9) is far
More pronounced, especially with large aileron deflections, i.e. when rolling into or out
Of a turn. The rudder is also less effective at slow airspeed and coarser use of the rudder pedals
May be necessary.

2- The elevator/stabiliser is the most powerful of the three primary flying controls. As well
As controlling the attitude, the tail plane or stabiliser provides stability in pitch. The
Elevator or stabiliser is, of course, less effective at slow airspeeds. In addition the high
Angle of attack of the wing can produce a considerable ‘downwash’ over the tail,
Altering its angle of attack and therefore the lift force produced by the tail plane. The
Effect of downwash is generally more noticeable on a high-wing aircraft than a lowing aircraft.

3- The slipstream will alter the feel and effectiveness for the rudder and the elevator/stipulator
(except on a ‘T’-tail aircraft where the elevator is outside the slipstream). At slow airspeeds
the helix of the slipstream is much tighter around the fuselage and its effect more
pronounced. Changes in power setting at slow airspeeds will have a more noticeable yawing
effect, which the pilot will have to anticipate and correct.

4- Raising and lowering of flap is another factor to consider more carefully during slow
Flight. The change in drag (and therefore change in airspeed) is more critical at these slower
airspeeds. Do not raise the flaps if the airspeed is below Vs1 – the flaps-up stalling airspeed (i.e. the
bottom of the green arc on the ASI).

Exercise 10 A Slow Flight - Page | 1

 All control movements should be smooth and coordinated. Harsh and excessive
control movements must be avoided.

 Manoeuvring in Slow Flight:

- During the flight at slow airspeed, maintaining the selected airspeed and balanced
Flight are all-important. Any change in power setting will have a pronounced yawing
Effect, which the pilot must anticipate and correct. Similarly, when turning the
increased adverse yaw needs to be compensated for by the pilot.

- We return to the maxim that Power + Attitude = Performance. To fly level, the required-
power is set and the attitude adjusted to attain the target airspeed. It may be
necessary to make small adjustments to the power and attitude to stay level at the
selected airspeed. An excess of power will cause the aircraft to climb, while too little
power will cause the aircraft to descend. Attitude is controlling airspeed; power is
Controlling height/altitude.

- During a turn, the small loss of airspeed normally acceptable is no longer safe so, the
aircraft is pitched nose-down to maintain airspeed and power is added (during a level
turn) to stop the aircraft descending. During slow flight, turns are normally made at no
more than 30º angle of bank due to the increase in stalling speed as angle of bank
increases emphasize awareness and caution.

It is worth repeating that during all these manoeuvres, keeping the aircraft in balance
using the rudder and maintenance of the selected airspeed through attitude is all important.

 Distractions During Slow Flight:

The danger of flying too slowly often manifests itself when the pilot is distracted from
the primary task of flying the aircraft by some secondary factor (i.e. radio calls, talking
to passengers, map reading, positioning in the circuit etc.) The instructor is to simulate
a number of distractions to demonstrate the importance of making the actual flying of
the aircraft the Number One priority at all times.

 Airmanship:

Always remember airmanship and to fly the aircraft.

 Slow Flight:

- Aeroplane Handling Characteristics during Slow Flight at :

- Vs1 & Vs0 + 10 knots.

- Vs1 & Vs0 + 5 Knots.

Exercise 10 A Slow Flight - Page | 2

Slow Flight Characteristics
- The ailerons can be very ineffective at slow airspeeds.
- high angle-of-attack.
- The rudder is less effective.
- The elevator/stabiliser is the most powerful of the three primary flying controls.
- The slipstream will alter the feel and effectiveness for the rudder and the elevator/stabiliser
(except on a ‘T’-tail aircraft where the elevator is outside the slipstream).
- Raising and lowering of flap is another factor to consider more carefully.
- Do not raise the flaps if the airspeed is below Vs1 – the flaps-up.
- Distractions During Slow Flight.

End of Exercise 10A – Slow Flight

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