1. Stage 1, Module 4 Version 1.0, 29 September 2011
Copyright © 2011 Ted Dudley

2. In un-accelerated flight
Straight and Level Flight
Lift = Weight
Thrust = Drag
In un-accelerated flight 2

3. Climbing Flight Extra lift required to begin climb
Nearly the same lift as level flight required to continue climb

4. Climbing Flight
N738ZD says up to 6 strokes; 43T just says “as required”
If no change in thrust, speed decreases, then stabilizes at slower speed
Use extra thrust if you want to maintain speed

5. Descending Flight If power held constant,
Pushing nose down decreases AOA, decreases lift
Lift now less than weight, aircraft descends
Aircraft speed increases unless power is reduced

6. Turning and Load Factor
For a level, constant airspeed turn:
Load factor (g force) increases inversely with the cosine of the bank angle (for you trigonometry fans)
30o bank: 1.15g
45o bank: 1.41g
60o bank: 2.00g
80o bank: 5.76g
This means, for instance, that the wing must produce lift equal to twice the aircraft weight in a 60o bank turn

7. Forces in a Turn This assumes constant airspeed and altitude
Lift vector pointed inside the turn (horizontal component of lift) is what turns you
Vertical component of lift must still equal weight

8. Forces in a Steep Turn
The greater the angle of bank, the faster the rate of turn
But also bigger forces to contend with
Requires more power to maintain airspeed

9. Stall Speed and Turns

10. Stalls
A stall occurs when the smooth airflow over the airplane’s wing is disrupted, and the lift degenerates rapidly
This is caused when the wing exceeds its critical angle of attack
This can occur at any airspeed, in any attitude, with any power setting

11. Stalls Laminar Flow Critical Angle Wing Stalled Relative wind11

12. Stalls

13. Awareness of Imminent Stall
We’ll be doing mostly low-speed stalls, so
Lessening of wind noise
Lessening of prop noise/RPM as you slow
Mushiness of controls
Nose higher than for normal flight
Stall warning horn comes on 5-8 kt above stall speed in wings level, 1g flight
Just prior to stall, often some buffeting

14. Awareness of Stall
Stall horn is probably making it difficult to understand what the instructor’s shouting
Usually some buffeting
Nose usually drops, even though yoke is held back
Instruments or visual cues indicate a descent
A wing may lower uncommanded

15. Stall Recovery Almost simultaneously, in order of importance:
Decrease angle of attack
Level the wings
Achieve maximum power
Stop descent and begin to accelerate
Continue to accelerate and clean up (flaps, gear) as required

16. Decrease Angle of Attack
In most scenarios, this means “decrease back pressure on the yoke”
In some situations, e.g., elevator trim stall, it could mean “push the yoke forward a bit”
In most stalls that we’ll practice, pushing the yoke forward will result in a longer time to recover / more altitude lost in the recovery

17. Level the Wings
Ailerons will probably still be effective, due to design of your aircraft
Wings are designed to stall at the roots first, tips later, and ailerons are near the tips
Rudder will be effective no matter what
Use coordinated aileron and rudder to get wings level

18. Achieve Maximum Power Firewall the throttle
Push in carb heat if it’s pulled out
Technique: stick your left thumb out to catch the carb heat knob as you push the throttle in
You’ll need a lot of right rudder to stay coordinated due to high RPM/low airspeed effects

19. Stop Descent and Accelerate
Reapply enough back pressure to maximize lift
Stop descent; peek at VSI to confirm
When descent is stopped, ease nose over to accelerate
We want recovery to occur here

20. Accelerate and Clean Up
While level to slightly climbing, raise flaps
Aircraft won’t accelerate well with flaps >20o, so bring them up to 20o right away
Flaps full up after Vx
You’ll need gradually less rudder as you accelerate
For our purposes, maneuver is over when you reach 100 kts/MPH

21. Factors Affecting Stall Speed
A given wing always stalls at the same AOA, but this AOA may occur at different speeds. Some factors that affect this:
Load factor, or G forces: more Gs, faster stall speed
Level, constant speed turn increases load factor, so turning flight increases stall speed
Location of center of gravity (CG): CG further forward, faster stall speed
Shape, or degradation of shape of the wing
Lowering flaps increases wing camber, lowers stall speed
Ice contamination on wing decreases its efficiency, raises stall speed

22. Stall Warning Devices
In training aircraft, stall warning is provided by a type of whistle or horn that makes a distinctive noise
Both types aligned so they make begin making noise at an AOA corresponding to 5-8 kts below stall in 1G level flight
A whistle type requires no electricity; it’s basically a slot with a harmonica reed in it
A horn type has a movable metal tab that acts as a switch to operate a horn
Either type may be rendered inoperative by icing on the wing

23. Stall Warning Devices
In some aircraft, stall warning is provided by stall strips
Strips of metal at wing’s leading edge designed to disturb airflow approaching stall AOA enough to provide a warning buffet in the controls
Larger aircraft often have a stick shaker
Electric motor that causes a vibration in the yoke or stick when approaching stall AOA

24. Wing Design and the Stall
In most aircraft, the wingtips have less angle of incidence than the wing roots
This causes the wingtips to have a smaller angle of attack than the wing roots during flight
This allows aileron control to be available at high angles of attack and gives the airplane more stable stalling characteristics

25. Spin Entry
Spins are the result of both wings stalling, but one wing stalling more. As the angle of attack increases past the critical angle of attack, the wing stalls. However, the airplane will roll and yaw towards the wing that is in a greater stalled condition, and then will begin a rotation or spin if the stall is not corrected.

26. Spin
As a spin becomes fully developed, its path resembles a spiral as the plane rapidly descends.

27. Spin Recovery To stop a spin: Reduce the throttle to idle.
Apply rudder opposite to the direction of the spin.

28. Spin Recovery
When the rotation stops, reduce the angle of attack by pushing the yoke forward.

29. NOTAMs NOtices To AirMen Available through a variety of sources:
Advisory notices regarding the condition of facilities and airspace
Available through a variety of sources:
Many pilot-friendly websites: AOPA, AirNav, etc.
By phone from Flight Service Station
Always a good idea to check NOTAMs for your route
Are all facilities (runways, taxiways, navigational aids, etc.) I plan to use operational today?
Are there any temporary flight restrictions (TFRs), areas I must avoid to avoid getting shot down?

30. NOTAMs Five kinds of US domestic NOTAMs: NOTAM (D)
Info concerning navigational aids, runways, taxiways, lighting, etc.
FDC (Flight Data Center) NOTAM
Amendments to published instrument procedures and charts, temporary flight restrictions (TFRs)
Pointer NOTAM
Issued by a Flight Service to highlight another NOTAM
Special Use Airspace (SUA) NOTAM
When SUA will be active outside published schedule times
Military NOTAM
Info regarding military navigational aids

31. Airport/Facility Directory
A reference with all the info you need for all public airports you may want to use
Separated into six volumes for different regions of the country
Essential for cross-country planning

32. Aeronautical Information Manual (AIM)
Official Guide to Basic Flight Information and ATC  Procedures
Also available in hard copy

33. Aeronautical Information Manual (AIM)
Here’s what’s in it
Yes, you have to read it
Chapter 1
Air Navigation
Chapter 2
Aeronautical Lighting and Other Airport Visual Aids
Chapter 3
Airspace
Chapter 4
Air Traffic Control
Chapter 5
Air Traffic Procedures
Chapter 6
Emergency Procedures
Chapter 7
Safety of Flight
Chapter 8
Medical Facts for Pilots
Chapter 9
Aeronautical Charts and Related Publications
Chapter 10
Helicopter Operations
Appendices
Bird/Other Wildlife Strike Report, Volcanic Activity Reporting Form, Laser Beam Exposure Questionnaire, Abbreviations/Acronyms

34. Federal Aviation Regulations
Now found in Title 14, Code of Federal Regulations
But still almost universally referred to as FARs
Statutory requirements
Often arbitrary and confusing, but you still have to know them and follow them
The FAA is free to suspend or revoke your pilot certificate if they find you in violation of any of them
You (as pilot in command) can deviate from flying rule requirements as required to handle any emergency [14 CFR 91.3(b)]

35. Pilot/Controller Glossary
Published as an addendum to the AIM
Lists all the words in pilot speak
Yes, you should look through it
It’ll help you when your instructor asks stuff like “What’s the definition of a ceiling” and such

36. Advisory Circulars (ACs)
An Advisory Circular is information that the FAA wants to give out to the aviation community, usually not published elsewhere
Advisory, not regulatory in nature
Cover all kinds of arcane stuff
We’ve already referenced some in this course