Limitations

500 - 1000 ft/min

never exceed airspeed

Normal operating limit => green-into-yellow

max. airspeed for full control deflections => Va Depends on aircraft mass

flaps extended

1. Cruise descent => Power controlled  

=> ROD prmary ROD: GS x 5 => 120 kts x 5 = 600 fpm with a 3 Grad glidepath

=> To change altitude during cruise

2. Approach Descent => Speed controlled  (airspeed primary)

=> V_{P Clean} in order to prepare for landing, set flaps etc. 

=> TOD: altitude difference in 100 ft / 3 => (9000-3000 ft) = 60 /3 = 20 NM 

3. Glide => descent without power => priority on airspeed for the best glide angle => pitch for an attitude that will achieve the best glide speed 

left food

\(x = {TAS \over 10}+7 \)

a) AOA must eb increased

b)Power must be increased

c) The increase of both AOA and power depends on the angle of bank 

The power will not ne increased in turns up to 25 degrees

the power must be some-what increased => the desired airspeed will not be maintained

\(n = {1 \over cos(b)}\) ==> V_{S New} = V_{s old * \(\sqrt{n}\)}

n= 1.4  Stallspeed + 19%

n= 1.15 Stallspeed: 8%

0: Left side is clear, behind is clear

1: Concentrate on the reference point

2. Begin the roll => Rudder pressure => increase back-pressure

3. requires Angle of bank => nutralize the rudders + stop roll

4. check Bank and slip/Skid 

1: Concentrate on the reference point 

2. Begin the roll => Rudder pressure => decrease back-pressure

3. stop roll wen wings are level => neutralize the rudders + stop roll => Begin at 10 Degrees before 

4. check heading + fine corrections 

10 degrees 

between V_MD and V_Stall

a) decreasing airspeed the longitudinal stability of the airspeed decreases => larger control inputs and controls become softer

b) AOA must be increased

c) Power must be increased to overcome th eincreasing induced Drag (nimmt zu langsamer speed)

Minimum steady speed at which the airplane is controllable

1) Approach to stall

2) Full Stall 

Reduce AOA and regain control

0. ESELL (wenn im Training)

1. ,,Stall" => reduces AOA=> 0 - -5 degrees)

2. set full power

3. level teh wings

4. At least V_Y (72kts) start pitch up ( Pitch 10 Grad für flaps up; Pitch 6 Grad für flaps T/O; Pitch 3 Grad für Flaps LDG)

5. ,,go around" => go around procesure  

!!!!!! releaseaileron pressure => neutralize + rudder opposite teh roll => step on the high wing!!!!

1. reduces power to idle and push forward => decrease AOA

2. After stall is broken (=airspeed will be increasing), roll wings levell

3. smoothly increase back pressure and back to the horizon 

1. P Power: Set appropriate engine power

2. P Performance: Reducing drag => appropriate pitch and configuration

3. A Analysis: Analyze the failure  

4. A Action: Take appropriate action => emergency/abnormal checklist 

slow airspeeds and uncoordinated flight

The unequal AOA are teh result of uncoordinated rudder pressure (ball not in the centre) during the entry into a stall.

uncontrolled autorotation around its longitudinal axis in a vertical flight path towards the earth.

avoiding uncontrolled rudder inputs during slow flight and maneuvering flight

a) same flight (a flight with a full stop landing followed by another T/O)

b) same airport and

c) same RWY 

No => Those markings are intended to lead an airplane off the runway

Check the windsock

V Rotate

Until reaching 400 ft AAL