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Introduction to Flying Syllabus Lesson 1 Ground Basic Aerodynamics Axis of Aircraft Major Components Flight Control Systems Preflight

Flight Checklist Usage Safety Start up, Taxi, Run-up Getting into the Air Flying the Airplane Straight and Level Turns, Climbs, Descents Approach Landing Procedures Engine Shutdown Securing the Airplane, Push back and Tie down

Lesson 2 Ground Airspace Aeronautical Charts Basic Intro to Cross-Country Flight Planning

Flight Pilotage Checkpoints and Landmarks GPS usage

Lesson 3 Ground More Aerodynamics Left Turning Tendencies Bernoulli's Principle Engine Failure in Flight Procedures Flight Slow Flight Stalls and Stall Recovery Forward Slip Go Around

Lesson 1 Ground Basic Aerodynamics Axis of an Aircraft

The four aerodynamic forces on an airplane are: Lift, Weight, Thrust, and Drag The axes of an aircraft are three imaginary lines that pass through an aircraft’s center of gravity (CG). The axes can be considered as imaginary axles around which the aircraft turns. The three axes pass through the CG at 90° angles to each other. The axis from nose to tail is the longitudinal axis, the axis that passes from wingtip to wingtip is the lateral axis, and the axis that passes vertically through the CG is the vertical axis. Whenever an aircraft changes its flight attitude or position in flight, it rotates about one or more of

Major Components Although airplanes are designed for a variety of purposes, most of them have the same major components. The overall characteristics are largely determined by the original design objectives. Most airplane structures include a fuselage, wings, an empennage, landing gear, and a powerplant.

Flight Control Systems Aircraft flight control systems consist of primary and secondary systems. The ailerons, elevator (or stabilator), and rudder constitute the primary control system and are required to control an aircraft safely during flight. Primary Flight Controls Aircraft control systems are carefully designed to provide adequate responsiveness to control inputs while allowing a natural feel. At low airspeeds, the controls usually feel soft and sluggish, and the aircraft responds slowly to control applications. At higher airspeeds, the controls become increasingly firm and aircraft response is more rapid. Movement of any of the three primary flight control surfaces (ailerons, elevator or stabilator, or rudder), changes the airflow and pressure distribution over and around the airfoil. These changes affect the lift and drag produced by the airfoil/control surface combination, and allow a pilot to control the aircraft about its three axes of rotation. Elevator The elevator is used to move (pitch) the nose of the aircraft up and down. It is attached by hinges to the horizontal stabilizer and is controlled by moving the control wheel (yoke) or control stick fore or aft. Pulling back on the control wheel moves the elevator up into the wind pushing the tail down and the nose up. Pushing down on the control wheel moves the elevator down into the wind pushing the tail up and the nose down. Ailerons The ailerons are used to bank (roll) the aircraft left and right. They are attached by hinges to the trailing edge of each wing tip and controlled by turning the control wheel left or right. Moving the control stick to the left moves the left aileron up and right aileron down. This puts a down force on the left wing and an upward force on the right wing, banking (rolling) the aircraft left. Moving the control wheel to the right moves the right aileron up and the left aileron down, banking (rolling) the airplane to the right.

Rudder The rudder is attached to the trailing edge of the vertical stabilizer and is used to control left and right motion (yaw) of the nose. They are controlled by two pedals mounted on the floor in front of each seat. Pushing on the left pedal will move the rudder left and yaw the nose left. Pushing on the right pedal will move the rudder right and yaw the nose right.

The Preflight The preflight inspection is a thorough and systematic means by which a pilot determines if the aircraft is airworthy and in condition for safe operation. Pilot’s Operating Handbooks (POHs) and owner/information manuals contain a section devoted to a systematic method of performing a preflight inspection. Preflight Inspections Before every flight you will conduct a preflight inspection on the airplane. When you go out to the airplane the first thing you will do is refer to the checklist that will guide you through the preflight inspection. Items to check during preflight: • • •

•

Overall aircraft structure and condition The area around the airplane (leaks?) Fuel and oil Correct quantity? Correct grade? Free from water and contamination? Remove tie-downs, wheel chocks, control wheel lock, tow bar, and pitot-tube cover.

Set the seat height that will allow you to see over the engine cowling. Avoid having to readjust your seat after starting the engine. Be careful not to skip items on your check list. If you lose your place, go back to the item you know you’ve completed and resume the checklist.

Checklists Every pilot uses a checklist when flying an airplane, no matter the skill level. It is a good safety habit to use a checklist for all operational procedures when flying an airplane. Checklists take you through the necessary items in logical order to ensure you have not forgotten anything important. They are found in the normal operating procedures section of your airplane’s POH (Pilot’s Operating Handbook). Checklists may be more of a “To Do” list when you are new. You will read each item and then do them. As you gain experience, it will become a “Done” list. You will perform then check the item.

Safety! (Important) For you own safety, it is important to learn safety habits when moving around and operating an airplane on the ground. Take caution when walking around aircraft. A spinning propeller is extremely dangerous and difficult to see. A beacon or strobe light on the airplane should be flashing anytime the propeller is spinning. During preflight, you may need to reposition the propeller. Before moving it, make sure the ignition switch is off, the key is out in plain sight, the throttle is closed and mixture is cut off. Move the propeller with a flat hand rather than your fingers wrapped around the blade.

Flight Start up To start the airplane up, you will be using the following controls: • • • • •

Throttle Mixture Control Master Switch Ignition Switch Key Oil Pressure Gauge

The Aircraft : Cessna 172 SP The throttle is the black knob located on the lower part of the instrument panel and is pushed forward (opened) 1/4 inch for engine start. The mixture is a red control knob with a lock button to prevent inadvertent movements or rapid adjustments. The master switch is red and located on the left side of the panel. Switch to the ON position before engine start. The ignition switch key is located on the lower left side of the instrument panel and is similar to the one in a car. There are five positions; OFF, R, L, BOTH, START. Turn it all the way to the START position. Once the engine starts, release to BOTH and push the mixture knob all the way in (full rich). After start up, check the oil pressure gauge located in the middle lower part of the panel to be sure that it is in the green. Sometimes, it can take as long as 30 to 60 seconds before you get an indication on the gauge. If no oil pressure is indicated after starting, shut down the engine to avoid damage.

Ignition Switch Key

Master Switch Sometimes before you start the engine, you may need to pump fuel into the engine or prime it. Your instructor will show you how to prime the engine and tell you when it is necessary to do so.

Throttle/Mixture Control Before starting the engine, be sure the area around the aircraft is clear. All pilots must always yell out something to indicate they are about to start the engine. For example, many yell out “CLEAR PROP” to warn others around they are about to start the engine.

Oil Pressure Gauge

Taxi Taxiing an airplane can be an easy task. The trick is to do it with your feet. Power The power is adjusted by using the throttle control. Slightly push in the throttle to get the airplane moving at a slow jogging pace. Pull the throttle back towards you to reduce the speed. In the Cessna 172, your power should be roughly around 1000 RPM, which can be read on your RPM gauge or tachometer.

Rudder Pedals

Turning Turning an airplane on the ground is done by using the rudder pedals. They are located underneath the panel near your feet. Press on the left pedal to turn left and press on the right pedal to turn right. Braking The brakes on an airplane are applied by pressing on the top of the rudder pedals. Press on the top of the left pedal to get left brake and press on the top of the right pedal to get right brake Use a combination of pressing on the rudder pedal and braking in the direction you want to turn. This will allow you to make sharper turns. Tachometer Staying on Centerline When you are taxiing an airplane on the ground, be sure to stay on the yellow taxi line. To help you stay on centerline, put the taxi line between your two feet. The yellow taxi line is designed to help keep the airplane clear of obstacles. Always be aware of what's around you and make sure the wingtips are clear. Never assume.

Run-Up Pilots perform a run-up before every flight. This is when all the systems in an airplane are checked. You will check your flight controls, flight instruments, and engine for any abnormalities. Pilots will also use this time to make sure all the proper frequencies are tuned and they themselves are ready for flight. Be courteous to others. Leave room in the run-up area for other airplanes to use. Once the run-up is complete, you are now ready to taxi to the runway and take off.

Getting into the Air One of the most exciting parts of flying is the take off. When you taxi up to the runway, be sure to stop on the solid side of the hold-short line. Once you are cleared for take off, you will perform a final check known as: LIGHTS, CAMERA, ACTION. LIGHTS - Turn on the landing and/or taxi light CAMERA - Refers to your transponder. Be sure you transponder is in “ALT” mode. ACTION - Push the mixture control all the way in or full rich. If you are at a high elevation airport, your instructor will brief you on the appropriate mixture setting. Before you taxi on to the runway, make sure there are no airplanes on final approach or trying to land on the runway you are about to enter. Verbalize this by saying “clear final.” Once you have confirmed the runway is cleared and there is no one on final, taxi onto the runway and line up on centerline. Make sure you feet are off the brakes by putting the balls of your feet on the bottom of the rudder pedals. Apply full power by pushing the throttle all the way in and keep your hand on the throttle in case you have to abort. Take a brief look at your engine instruments to be sure they are in the green. As you pick up speed, verify your airspeed instrument has an indication. As you get to the proper airspeed for flight, gently pull back on the control wheel and establish the aircraft in a climb attitude. The airplane will then lift off the ground and become airborne.

Climb Out After take off, keep climbing to your desired altitude and look for traffic. Your instructor will also point out other airplanes for you if he/she sees one. Scan your flight instruments and monitor your engine gauges. Your instructor will show you how to utilize your elevator trim to help relax pressure on the controls. Remember, follow your checklist and always look outside the airplane. Enjoy the view!

Flying the Airplane Straight and Level The most basic fundamental of flight is straight and level. This is when your aircraft is not turning or descending/ ascending. Follow your check list to configure the airplane for straight and level flight. Use the trim as necessary. Turns Turning the airplane is similar to turning a car. Simply turn the control wheel in the direction you want to turn and the plane will bank in that direction. Keep an eye on your turn coordinator to see if you are coordinated on the turn. Use the rudder to keep the airplane coordinated by “stepping on the ball.” Your instructor will show you how to do this. Climbs and Descents Making the airplane climb and descend allows you to change your altitude above the ground. It can be done by forward pressure on the control wheel to point the nose down and back pressure on the control wheel back to bring the nose up. The best way to climb and descend is to use your power along with manipulating the controls. Push in the throttle to power up and the nose will rise. Pull out the throttle to power down and the nose will lower. Use the trim as necessary to hold your desired pitch. Approach Your instructor will help guide you back to the airport and prepare for the approach. The first thing you should do is slow down the airplane by throttling down to a lower rpm and trimming so the airplane does not lose altitude. Slowing down will give you more time to prepare for the approach and landing. As you get closer to the airport, continue to slow down and lower the flaps. This is where you start to descend. The flaps will increase your rate of descent without increasing your airspeed. You will continue to lower the flaps even more as you slow down. As you approach the runway, begin to line up with center line and slow your descent. The approach may seem a little hectic but as you gain experience, it will become easier. Your instructor will help you with the whole process step by step. A good approach will result in a good landing.

Landing The end to all flights. Landings can be a challenge, but with more experience they will improve and soon become a fun task. As you approach the runway, verify with the checklist and your instructor that the plane is in landing configuration. The Flare When you have reached the beginning of the runway, pull the throttle to idle and pull back on the control wheel to bring the nose up far enough to where the main wheels will touch first but not so much that the airplane begins to climb. Once the airplane is on the ground, keep the airplane on centerline with the rudder pedals and gently apply the brakes. Turn off the runway at the next taxiway once your airplane has slowed down and either taxi back to the runway to take off again or back to the ramp. The landing can be the most difficult and frightening part of the flight. However, there is no need to fear. Your instructor is at your side and is always ready to take the controls if he/she must. Just do your best. Your landings will improve with experience. Remember, the more you practice, the better you will become. Securing the Airplane After taxiing back to the ramp, follow the shutdown procedure. Once the engine has stopped and the electrical equipment is off, then you may exit the airplane. Push Back and Tie Down Your instructor will hand you a tow bar that attaches to the nose wheel to push the airplane back into its parking spot. Your instructor will help you. Once the airplane is in its parking spot, put the tie down chains back on the airplane and lock the door. Be sure before pushing the airplane back that all the electrical equipment have been shut off, the magnetos are off, and the fuel has been cut off from the engine. Leave the key on dash. Congratulations, you have successfully completed your first lesson! Be sure to study for Lesson 2.

Lesson 1 Study Questions 1. Name the four basic aerodynamic forces on an airplane. __________________________________________________________________________ 2. List the three primary flight controls on an airplane. __________________________________________________________________________ 3. What is something all pilots do before every flight to ensure the aircraft is in airworthy condition for safe operation? What are some of the items to check?_______________________ __________________________________________________________________________ __________________________________________________________________________ 4. This is used when flying an airplane to ensure you have not forgotten anything important. __________________________________________________________________________ 5. What are some things to be aware of when moving around and operating an airplane on the ground?___________________________________________________________________ __________________________________________________________________________ __________________________________________________________________________ 6. What controls will you use to start up the airplane? __________________________________________________________________________ __________________________________________________________________________ 7. Why do pilots perform a Run-Up? __________________________________________________________________________ __________________________________________________________________________ 8. Name and define the final checks you will perform once you are cleared for take off. __________________________________________________________________________ __________________________________________________________________________ __________________________________________________________________________ 9. On climb out, you will be looking for ___________. Your instructor will also point this out if he/she sees it. 10. What usually results in a good landing? __________________________________________________________________________ 11. Once the runway is made, you will pull the throttle to idle and pull the control wheel to bring the nose up far enough to where the main wheels touch first. What is this called? __________________________________________________________________________ 12. According to the picture, when you push back the airplane, how should you hold the propeller?_________________________________________________________________ __________________________________________________________________________

Notes / Questions

Lesson 2 Ground Airspace Controlled airspace is a generic term that covers the different classifications of airspace and defined dimensions within which air traffic control (ATC) service is provided in accordance with the airspace classification. Controlled airspace consists of: • Class A • Class B • Class C • Class D • Class E

Class B Class “Bravo” airspace is found around the busiest airports. (Think Big jets, Boeing Country) • Usually extends from the surface to 10,000 feet above sea level. • Need ATC clearance stating “Cleared through class Bravo airspace” • Pilot must be a Private Pilot or a student pilot with an endorsement. • This airspace has mostly commercial traffic flying into large airports. • Is depicted on aeronautical charts in blue.

Class A Class “ALPHA” airspace is the most restrictive and ATC provides positive separation from all aircraft. (Think Altitude) • Extends from 18,000 feet to 60,000 feet above see level. • Need ATC clearance • Pilot must be IFR rated, plane must be IFR equipped, and on an IFR flight plan. (IFR = Instrument Flight Rules) • This airspace has mostly commercial traffic that travel at high speeds. • It is NOT depicted on aeronautical charts

Class C Class “Charlie” airspace is found around large airports with lots of traffic. It is less busy than Bravo airspace. (Think Congested) • Usually extends from the surface to 4,000 feet above the airport. • Need ATC clearance • There are no certification requirements for the pilot to enter the airspace. • This airspace has commercial and general aviation traffic. • Is depicted on aeronautical charts in magenta. Class D Class “Delta” airspace is found around airports with a control tower and usually are not busy. (Think Dialogue) • Usually extends from the Surface to 2,500 feet above the airport. • Need clearance from ATC or the control tower. • There are no certification requirements for the pilot to enter the airspace. • This airspace has mostly general aviation traffic. • Is depicted on aeronautical charts by a dashed blue. Class E Class “Echo” airspace is found anywhere ATC services are provided. (Think Elsewhere) • Usually extends from 14,500 feet to 17,999 feet above sea level. Sometimes from surface, 700 feet, 1,200 feet, to the overlying airspace. • No clearance needed or certification required • All airplanes can fly in Class E airspace. • It is considered controlled airspace because pilots have the option to contact ATC. • Is depicted on charts by a thick, faded magenta or blue, or dashed magenta line.

Class G Class “Golf” airspace is found where ATC services are not provided and may not have radar coverage. (Think Go For It) • Usually starts from the surface to the base of the overlying airspace. • No clearance needed • No certification required • May have small airplanes or helicopters flying in this airspace • It is considered uncontrolled airspace because ATC may not have radar coverage. Any airspace that is not Class E is Class G. • Is NOT depicted on aeronautical charts.

Aeronautical Charts Sectional Charts The sectional chart is most widely used by VFR pilots. (Visual Flight Rules). They are updated every six months and are named for a major city within their coverage area. Terminal Charts The terminal chart is used for the country’s busiest areas. You will find a terminal chart for every airport with Class B airspace. They are updated every six months and are named for a major city associated with the Class B airspace. Terminal charts are half the scale of a sectional chart and provide a much more detailed view of the busy terminal area.

Sectional Chart

Terminal Chart

Intro to Cross-Country Flying One of the most exciting perks about being a pilot is being able to fly to new destinations, however; there are lots of factors to consider when flying to a new airport.

Flight Planning For planning a cross-country flight, the first step is to choose a destination. Consider a regional airport that may offer a wide variety of services, or the smaller scale for strategic location of a local airport. Most people believe when flying to airports, it is a straight line. It is the fastest but may not be the safest option. All pilots have to consider many other factors that can alter their route. • • • •

Airspace, Restricted Areas Terrain (mountains, large bodies of water) Weather Navigation Aids

Altering your route will change how much fuel you burn, time enroute, and the altitude you select for the flight.

Other Factors to Consider… The Airplane Is the airplane ready? It is your responsibility as a pilot to make sure your airplane is ready for the flight. Make sure the airplane is up-to-date with all the maintenance inspections and is in airworthy condition. Check the oil level and be sure to bring extra for longer flights. Fuel the airplane to where you have more than enough to reach your destination. Yourself Are you ready? As Pilot-in-Command (PIC) it is your responsibility to be mentally prepared for the flight. Make sure you have the correct aeronautical charts for the areas you will be flying over. All the information needed to make a safe flight has been reviewed and checked again. The PIC has the authority to determine whether the flight will take place or not. If it is top dangerous to complete the flight, the plane is not ready, or you are not ready, plan the flight another time.

Flight Flying the Cross-Country Pilotage All pilots use pilotage every time they are on a flight. It involves picking reference points on a chart, then finding them on the ground. It requires a chart for the area and visual sight of the ground and its landmarks. Landmarks and Checkpoints Pilots should always use visual landmarks to identify their position. You should use a combination of landmarks to identify your position in the air. Some great examples of visual landmarks to use are: • • • • • • •

Mountains River Beds Lakes Small Towns Railroad Tracks Roads / Freeways Airports GPS Technology has shaped our lives more than we know, especially in the aviation industry. The Global Positioning Systems (GPS) has changed the way pilots navigate today. Pilots can now look at an electronic moving map with an airplane symbol to show where they are. They do this via satellites that are able to track your position in real time. Some GPS’s will even show terrain, airspace around you, and more. It is a very quick and efficient way to see where you are. As our forms of navigation become easier, our skills begin to decline overtime. The GPS is such a great tool that you may begin to rely on that one instrument to tell you where you are. It is important to remember the basic skills of navigation by using a chart, pilotage and landmarks you can see out the window. That way if the GPS unit in your aircraft ever fails, you will be able to navigate without one.

Lesson 2 Study Questions 1. What are the names of the different airspace learned in this booklet? Which one(s) are considered uncontrolled airspace?______________________________________________ __________________________________________________________________________ __________________________________________________________________________ __________________________________________________________________________ 2. Which type of airspace would you find the most airline traffic flying in around an airport? __________________________________________________________________________ 3. Considering the size of Fullerton Airport and the type of traffic flying to and from it, what type of airspace do you think Fullerton Airport has? __________________________________________________________________________ 4. What aeronautical chart is most widely used by VFR pilots? __________________________________________________________________________ 5. What are Terminal Charts used for and why would you want to use them instead of a sectional chart in certain areas?___________________________________________________ __________________________________________________________________________ __________________________________________________________________________ 6. When flight planning for a cross country flight, what is the first step? What are some factors to consider in your choice?___________________________________________________ __________________________________________________________________________ 7. Why might you not want to fly direct to another airport?____________________________ __________________________________________________________________________ __________________________________________________________________________ Are there any other factors to consider before you go flying?_________________________ __________________________________________________________________________ __________________________________________________________________________ __________________________________________________________________________ 8. ______________ involves a pilot choosing a reference point on the chart, then finding it on the ground. 9. What are some good landmarks to use to identify your position?______________________ __________________________________________________________________________ __________________________________________________________________________ 10. What are the pros and cons of using GPS?________________________________________ __________________________________________________________________________ __________________________________________________________________________ __________________________________________________________________________

Notes / Questions

Lesson 3 Ground

More Aerodynamics Left Turning Tendencies Airplanes are designed to fly with minimal control input for straight flight in cruise, however; it tends to turn left when you are flying slow or with a high power setting. The three major causes are: • • •

Torque Propeller Factor (P-factor) Slipstream Effect

Torque Isaac Newton’s third law states for every action, there is an equal and opposite reaction. From the view of the cockpit, the propeller spins right so the airplane rolls left. Propeller Factor P-factor is also known as asymmetrical thrust. One side of the propeller produces more thrust than the other side. Greater thrust from one side yaws the airplane in the opposite direction. P-factor is most apparent when the airplane is at a high angle of attack (in a climb or slow flight). Slipstream Effect Air pulled in by the propeller is rotated and sent backward moving in a clockwise pattern around the fuselage striking the vertical stabilizer and rudder on the left side. This will push the tail of the airplane to the right and the nose of the airplane to the left.

Bernoulli’s Principle Daniel Bernoulli’s principle will help you understand how an airplane creates lift. He discovered that as moving liquid is forced through a restriction and speeds up, its pressure decreases. Air over an airfoil (a wing) acts the same way. As air is forced over the top of the wing, its pressure decreases. The air moving over the wing is forced to speed up which decreases pressure. The air moving under the wing has s greater pressure creating un upward force.

Emergencies Engine Failure Procedures An engine failure is a very rare occurrence. In the event of an engine failure, use A,B,C. 1. Attitude for best glide speed 2. Best landing spot 3. Cockpit checks performed 1. Immediately pitch for an attitude that will give you the best glide speed 2. Start looking for the best area for an emergency landing. Make sure its within gliding distance. Some examples are nearby airports, open fields, roads, or dry lake beds. 3. Once you have established the best glide speed and a good landing spot picked out, start the cockpit checks. This is the best time to pull out the checklist and follow the engine failure check list. Completing the cockpit checks gives you the opportunity to diagnose the problem. You may have accidently pulled the mixture out too far or switched the fuel valve to the OFF position. Be calm. Think about safety and be sure to follow the ABC’s in order.

Lesson 3 Flight Slow Flight Slow flight is the slowest airspeed at which the airplane is capable of maintaining controlled flight without indications of a stall. Drag One thing to keep in mind is the slower the airplane flies, the greater angle of attack required and the more induced drag increases. The faster an airplane flies, the more parasite drag increases. When in slow flight, less air flows over the control surfaces rendering them less effective. You will recognize when you are flying slowly from the feel of the controls and the sound of the air flowing over the aircraft. Use a combination of pitch and power to control the airplane. During slow flight, you will want to be especially aware of the need to use right rudder and trim to relieve control pressures.

Use power to control altitude

Slow the airplane to just above stall speed (about 5 knots). You may hear the stall warning horn go off. Use full flaps and a high power setting. Try your best to maintain a constant altitude and heading. Increase Airspeed

Decrease Airspeed

Stalls and Stall Recovery A stall is when air is disrupted over the airplane’s wing resulting in loss of lift. This occurs when you exceed the angle of attack. Keep in mind that the stall speed can change depending on the configuration of the airplane. You will learn about two types of stalls. Power-On Stall (Departure Stall) The power on or departure stall simulates a stall after take off. You will use no flaps and a high power setting to start a climb. As airspeed decreases, you will need to use more right rudder to compensate for the left turning tendencies. The stall horn will begin to sound. Keep pulling back until you feel the loss of lift. You have now stalled the airplane. Power-Off Stall (Approach Stall) The power off or approach stall simulates a stall on approach to landing. You will use full flaps and a low power setting to start a descent. Pull back on the control wheel to decrease the airspeed. The stall horn will begin to sound. Keep pulling back until you feel the loss of lift. You have now stalled the airplane.

Recovery The recovery for any stall is almost the same. Keep in mind the airplane no longer has lift. At the indication of the stall, push the nose forward to lower the angle of attack. Apply the maximum allowable power to increase the airspeed and minimize the loss of altitude. Once the recovery is completed, power should be adjusted for straight and level flight. If recovering from the Approach Stall, be sure to gradually bring the flaps up as airspeed increases. Since the wing no longer has the proper airflow over the wings to produce lift, the ailerons on the wings are no longer effective and could make the situation worse. If the airplane banks to one side dramatically, do not use ailerons keep the airplane straight. USE OPPOSITE RUDDER. Do your best to keep the ailerons leveled during the stall.

Forward Slip The forward slip is a maneuver that will allow an airplane to lose altitude quickly. It is mostly used by stunt airplanes and by ones not equipped with flaps on approach. A forward slip is where the airplane is in a crosscontrolled sideslip. Pilots will use the maneuver if they are excessively high on approach and need to get down to a lower altitude. Once the airplane is at the desired airspeed, the pilot will bank the airplane and use opposite rudder to compensate for the bank. Power is held constant at idle. The maneuver is using the airplane’s fuselage as drag. This will allow you to use a very low nose attitude without increasing airspeed. Be sure to maintain a constant airspeed and not let the airplane get too slow. You will notice the airspeed drop dramatically. Push the nose down to maintain a good airspeed for the approach. To come out of the slip, level the wings and decrease the rudder pressure.

Go Around A go around can be used anytime by a pilot feeling uncomfortable about any aspect of the landing procedure. On approach, if you are too high, low, fast, or slow, go around. On landing, if you bounce, balloon, or are not straight, go around. There could be something on the runway that will cause you too go around. Whatever it may be, a go around is a smart decision by any pilot. There are three items to keep in mind when doing a go around: • Power • Altitude • Configuration The moment you decide to go around, add full power smoothly without hesitation. You will have to keep the nose from pitching up dramatically. Once you have sufficient airspeed, begin a climb. Configure the airplane so that it is in take off configuration. Bring the flaps up gradually as airspeed increases. Once the airplane is safely under control, pilots may announce over the radio “Going Around.”

Lesson 3 Study Questions 1. Name the three left turning tendencies on an aircraft. Briefly describe each of them. __________________________________________________________________________ __________________________________________________________________________ __________________________________________________________________________ __________________________________________________________________________ __________________________________________________________________________ __________________________________________________________________________ __________________________________________________________________________ 2. What did Daniel Bernoulli discover as liquid is forced through a restriction?____________ __________________________________________________________________________ __________________________________________________________________________ 3. How is an airfoil similar to a Venturi tube? _______________________________________ __________________________________________________________________________ __________________________________________________________________________ 4. What are the ABCs in an engine failure? A________________________________________________________________________ B________________________________________________________________________ C________________________________________________________________________ 5. Describe what you would do in the event of an engine failure in flight. _________________ __________________________________________________________________________ __________________________________________________________________________ __________________________________________________________________________ 6. What happens as the airplane flies slower?_______________________________________ __________________________________________________________________________ 7. What are the four characteristics of slow flight?___________________________________ __________________________________________________________________________ 8. What does a Power-On and Power-Off stall each simulate?__________________________ __________________________________________________________________________ __________________________________________________________________________ 9. When would a pilot use a forward slip?__________________________________________ __________________________________________________________________________ 10. What are the three items to keep in mind on a Go Around?___________________________ __________________________________________________________________________

Notes / Questions

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