Maneuvers Objectives

Question 1

WHAT ARE THE IMPORTANCE OF PERFORMANCE MANEUVERS & WHAT MANEUVERS ARE PERFORMANCE MANEUVERS?

Answer 1

IMPORTANCE OF PERFORMANCE MANEUVERS:

• PERFORMANCE MANEUVERS ENHANCE A PILOT’S PROFICIENCY IN FLIGHT CONTROL APPLICATION, MANEUVER PLANNING, SITUATIONAL AWARENESS, & DIVISION OF ATTENTION
• PERFORMANCE MANEUVER TRAINING SHOULD USE THE SEGMENTED BUILDING BLOCKS OF INSTRUCTION SO AS TO ALLOW THE PILOT TO APPROPRIATE LEVEL OF REPETITION NECESSARY TO DEVELOP THE REQUIRED SKILLS

PERFORMANCE MANEUVERS:

1.) STEEP TURNS
2.) STEEP SPIRAL
3.) CHANDELLES
4.) LAZY EIGHT

Question 2

WHY DO WE TEACH STEEP TURNS?

Answer 2

OBJECTIVE OF STEEP TURNS:

• THE OBJECTIVE OF THE STEEP TURN IS TO DEVELOP A PILOT’S SKILL IN FLIGHT CONTROL SMOOTHNESS & COORDINATION, AN AWARENESS OF THE AIRPLANE’S ORIENTATION TO OUTSIDE REFERENCES, DIVISION OF ATTENTION BETWEEN FLIGHT CONTROL APPLICATIONS, & THE CONSTANT NEED TO SCAN FOR HAZARDS & OTHER TRAFFIC IN THE AREA

Question 3

WHY DO WE TEACH STEEP SPIRAL?

Answer 3

OBJECTIVE OF THE STEEP SPIRAL:

• THE OBJECTIVE OF THE STEEP SPIRAL IS TO PROVIDE A FLIGHT MANEUVER FOR RAPIDLY DISSIPATING SUBSTANTIAL AMOUNTS OF ALTITUDE WHILE REMAINING OVER A SELECTED SPOT
• MAY BE USEFUL DURING AN EMERGENCY LANDING

Question 4

WHY DO WE TEACH CHANDELLES?

Answer 4

OBJECTIVE OF CHANDELLE’S:

• A CHANDELLE IS A MAXIMUM PERFORMANCE, 180 DEGREE CLIMBING TURN THAT BEGINS FROM APPROXIMATELY STRAIGHT-AND-LEVEL FLIGHT & CONCLUDES WITH THE AIRPLANE IN A WINGS-LEVEL, NOSE-HIGH ATTITUDE JUST ABOVE STALL SPEED
• THE GOAL IS THE GAIN THE MOST ALTITUDE POSSIBLE FOR A GIVEN BANK ANGLE & POWER SETTING

Question 5

WHY DO WE TEACH LAZY EIGHTS?

Answer 5

OBJECTIVE OF LAZY EIGHTS:

• THE LAZY EIGHT IS A MANEUVER THAT IS DESIGNED TO DEVELOP THE PROPER COORDINATION OF THE FLIGHT CONTROLS ACROSS A WIDE RANGE OF AIRSPEEDS & ATTITUDES
• IT IS THE ONLY STANDARD FLIGHT TRAINING MANEUVER IN WHICH FLIGHT CONTROL PRESSURES ARE CONSTANTLY CHANGING

Question 6

WHAT DOES A PILOT LEARN WHEN PRACTICING SLOW FLIGHT?

Answer 6

OBJECTIVES OF SLOW FLIGHT:

• FLYING AT REDUCED AIRSPEEDS IS NORMAL IN THE TAKEOFF/DEPARTURE & APPROACH/LANDING PHASES OF FLIGHT
• THE OBJECTIVE OF MANEUVERING IN SLOW FLIGHT IS TO DEVELOP THE PILOT’S ABILITY TO FLY AT LOW SPEEDS & HIGH AOA’S
• WHEN PRACTICING SLOW FLIGHT, A PILOT LEARNS TO DIVIDE ATTENTION BETWEEN AIRCRAFT CONTROL & OTHER DEMANDS
• HOW THE AIRPLANE FEELS AT THE SLOWER AIRSPEEDS DEMONSTRATES THAT AS AIRSPEED DECREASES, CONTROL EFFECTIVENESS DECREASES
• NOTE THAT STALL TRAINING BUILDS UPON THE KNOWLEDGE & SKILL ACQUIRED FROM THE SLOW FLIGHT MANEUVER & ENCOMPASSES THE PERIOD OF TIME FROM THE STALL WARNING TO THE STALL

Question 7

DURING SLOW FLIGHT, WHAT LEFT TURNING TENDENCIES ARE ACTING ON THE AIRPLANE?

Answer 7

LEFT TURNING TENDENCIES DURING SLOW FLIGHT:

• IN PROPELLER-DRIVEN AIRPLANES, TORQUE, SLIPSTREAM EFFECT, & P-FACTOR MAY PRODUCE A STRONG LEFT YAW, WHICH REQUIRES RIGHT RUDDER INPUT TO MAINTAIN COORDINATED FLIGHT

Question 8

WHAT IS A STALL?

Answer 8

STALLS:

• A STALL IS AN AERODYNAMIC CONDITION WHICH OCCURS WHEN SMOOTH AIRFLOW OVER THE AIRPLANE’S WINGS IS DISRUPTED, RESULTING IN LOSS OF LIFT
• IT IS POSSIBLE TO EXCEED THE CRITICAL AOA AT ANY AIRSPEED, ANY ATTITUDE, & ANY POWER SETTING

Question 9

HOW DOES A SPIN OCCUR?

Answer 9

SPINS:

• A SPIN OCCURS WHEN AT LEAST ONE OF THE AIRPLANE’S WINGS EXCEED CRITICAL AOA (STALL) WITH A SIDESLIP OR YAW ACTING ON THE AIRPLANE AT OR BEYOND THE ACTUAL STALL
• AN AIRPLANE WILL YAW NOT ONLY BECAUS INCORRECT RUDDER APPLICATION BUT BECAUSE ADVERSE YAW CREATED BY AILERON DEFLECTION; ENGINE/PROP EFFECTS, INCLUDING P-FACTOR, TORQUE, SPIRALING SLIPSTREAM, & GYROSCOPIC PRECESSION; & WIND SHEAR INCLUDING TURBULENCE

Question 10

WHAT ARE GROUND REFERENCE MANEUVERS & WHY DO WE TEACH THEM?

Answer 10

GROUND REFERENCE MANEUVERS:

• GROUND REFERENCE MANEUVERS ARE THE PRINCIPLE FLIGHT MANEUVERS THAT COMBINE THE 4 FUNDAMENTALS (STRAIGHT-AND-LEVEL, TURNS, CLIMBS,& DESCENTS INTO A SET OF INTEGRATED SKILLS THAT THE PILOT USES IN EVERYDAY FLIGHT ACTIVITY

OBJECTIVE OF GROUND REFERENCE MANEUVERS:

• GROUND REFERENCE MANEUVERS TRAIN THE PILOT TO ACCURATELY PLACE THE AIRPLANE IN RELATIONSHIP TO SPECIFIC REFERENCES & MAINTAIN A DESIRED GROUND PATH
• GROUND REFERENCE MANEUVERS DEVELOP A PILOT’S DIVISION OF ATTENTION SKILL; A PILOT NEEDS TO CONTROL THE AIRPLANE’S ATTITUDE WHILE TRACKING A SPECIFIC PATH OVER THE GROUND

Question 11

WHAT IS THE PURPOSE OF A RECTANGULAR COURSE?

Answer 11

OBJECTIVE OF RECTANGULAR COURSE:

• THE MANEUVER IS ACCOMPLISHED TO REPLICATE THE AIRPORT TRAFFIC PATTERN THAT AN AIRPLANE TYPICALLY MANEUVERS WHILE LANDING

THE MANEUVER ASSISTS THE PILOT IN PRACTICING THE FOLLOWING:

1.) MAINTAINING A SPECIFIC RELATIONSHIP BETWEEN THE AIRPLANE & THE GROUND

2.) DIVIDING ATTENTION BETWEEN THE FLIGHTPATH, GROUND-BASED REFERENCES, MANIPULATING THE FLIGHT CONTROLS, & SCANNING FOR OUTSIDE HAZARDS & INSTRUMENT INDICATIONS

3.) ADJUSTING THE BANK ANGLE DURING TURNS TO CORRECT FOR GROUNDSPEED CHANGES IN ORDER TO MAINTAIN CONSTANT RADIUS TURNS

4.) ROLLING OUT FROM A TURN WITH THE REQUIRED WIND CORRECTION ANGLE TO COMPENSATE FOR ANY DRIFT CAUSED BY THE WIND

5.) ESTABLISHING & CORRECTING THE WIND CORRECTION ANGLE IN ORDER TO MAINTAIN THE TRACK OVER THE GROUND

6.) PREPARING THE PILOT FOR THE AIRPORT TRAFFIC PATTERN & SUBSEQUENT LANDING PATTERN PRACTICE

Question 12

WHY DO WE TEACH TURNS AROUND A POINT?

Answer 12

OBJECTIVE OF TURNS AROUND A POINT:

1.) MAINTAINING A SPECIFIC RELATIONSHIP BETWEEN THE AIRPLANE & THE GROUND

2.) DIVIDING ATTENTION BETWEEN THE FLIGHTPATH, GROUND-BASED REFERENCES, MANIPULATING THE FLIGHT CONTROLS, & SCANNING FOR OUTSIDE HAZARDS & INSTRUMENT INDICATIONS

3.) ADJUSTING THE BANK ANGLE DURING TURNS TO CORRECT FOR GROUNDSPEED CHANGES IN ORDER TO MAINTAIN A CONSTANT RADIUS TURN - STEEPER BANK ANGLES FOR HIGHER GROUND SPEEDS, SHALLOW BANK ANGLES FOR SLOWER GROUNDSPEEDS

4.) IMPROVING COMPETENCY IN MANAGING THE QUICKLY-CHANGING BANK ANGLES

5.) ESTABLISHING & ADJUSTING THE WIND CORRECTION ANGLE IN ORDER TO MAINTAIN THE TRACK OVER THE GROUND

6.) DEVELOPING THE ABILITY TO COMPENSATE FOR DRIFT IN QUICKLY-CHANGING ORIENTATIONS

7.) DEVELOPING FURTHER AWARENESS THAT THE RADIUS OF A TURN IS CORRELATED TO THE BANK ANGLE

REMEMBER.. HIGHER GROUNDSPEEDS REQUIRE STEEPER BANKS & SLOWER GROUND SPEEDS REQUIRE SHALLOWER BANKS

Question 13

WHY DO WE TEACH S-TURNS?

Answer 13

OBJECTIVE OF S-TURNS:

1.) MAINTAINING A SPECIFIC RELATIONSHIP BETWEEN THE AIRPLANE & THE GROUND

2.) DIVIDING ATTENTION BETWEEN THE FLIGHTPATH, GROUND-BASED REFERENCES, MANIPULATING THE FLIGHT CONTROLS, & SCANNING FOR OUTSIDE HAZARDS & INSTRUMENT INDICATIONS

3.) ADJUSTING THE BANK ANGLE DURING TURNS TO CORRECT FOR GROUNDSPEED CHANGES IN ORDER TO MAINTAIN A CONSTANT RADIUS TURN - STEEPER BANK ANGLES FOR HIGHER GROUNDSPEEDS, SHALLOW BANK ANGLES FOR SLOWER GROUNDSPEEDS

4.) ROLLING OUT FROM A TURN WITH THE REQUIRED WIND CORRECTION ANGLES TO COMPENSATE FOR ANY DRIFT CAUSE BY THE WIND

5.) ESTABLISHING & CORRECTING THE WIND CORRECTION ANGLE IN ORDER TO MAINTAIN THE TRACK OVER THE GROUND

6.) DEVELOPING THE ABILITY TO COMPENSATE FOR DRIFT IN QUICKLY-CHANGING ORIENTATIONS

7.) ARRIVING AT SPECIFIC POINTS ON REQUIRED HEADINGS

Question 14

WHY DO WE TEACH EIGHTS ON PYLONS?

Answer 14

EIGHTS ON PYLONS:

• THE OBJECTIVE IS TO DEVELOP THE ABILITY TO MANEUVER THE AIRPLANE ACCURATELY WHILE DIVIDING ATTENTION BETWEEN THE FLIGHT PATH & MAINTAINING A PIVOTAL POSITION ON SELECTED PULONS ON THE GROUND
• WHEN PERFORMING EIGHTS ON PYLONS, THE PILOT IMAGINES THERE IS A LINE PARALLEL TO THE AIRPLANE’S LATERAL AXIS THAT EXTENDS FROM THE PILOT’S EYES TO THE PYLON
• THE GOAL OF EIGHTS ON PYLONS IS TO KEEP THE LINE FROM THE PILOT’S EYES TO THE PYLON PARALLEL TO THE LATERAL AXIS

Question 15

WHAT IS THE IMPORTANCE OF ACCELERATED STALLS?

Answer 15

ACCELERATED STALLS:

• THE OBJECTIVES OF DEMONSTRATING AN ACCELERATED STALL ARE TO DETERMINE THE STALL CHARACTERISTICS OF THE AIRPLANE, EXPERIENCE STALLS AT SPEEDS GREATER THAN +1G STALL SPEED, & DEVELOP THE ABILITY TO INSTINCTIVELY RECOVER AT THE ONSET OF SUCH STALLS
• AN ACCELERATED STALL IS TYPICALLY DEMONSTRATED DURING STEEP TURNS

Question 16

WHAT IS THE OBJECTIVE A CROSS-CONTROL STALL & WHEN DOES A CROSS-CONTROL STALL OCCUR?

Answer 16

OBJECTIVE OF A CROSS-CONTROL STALL:

• THE CROSS-CONTROL STALL DEMONSTRATION IS TO SHOW THE EFFECTS OF UNCOORDINATED FLIGHT ON STALL BEHAVIOR & TO EMPHASIZE THE IMPORTANCE OF MAINTAINING COORDINATED FLIGHT WHILE MAKING TURNS

WHEN CROSS-CONTROL STALLS OCCUR:

• A CROSS-CONTROL STALL OCCURS WHEN THE CRITICAL AOA IS EXCEEDED WITH AILERON PRESSURE APPLIED IN ONE DIRECTION & RUDDER PRESSURE IN THE OPPOSITE DIRECTION, CAUSING UNCOORDINATED FLIGHT
• A SKIDDING CROSS-CONTROL STALL IS MOST LIKELY TO OCCUR IN THE TRAFFIC PATTERN DURING A POORLY PLANNED & EXECUTED BASE-TO-FINAL APPROACH TURN

Question 17

WHAT IS AN ELEVATOR TRIM STALL?

Answer 17

ELEVATOR TRIM STALL:

• THE ELEVATOR TRIM STALL DEMONSTRATION SHOWS WHAT CAN HAPPEN WHEN THE PILOT APPLIES FULL POWER FOR A GO-AROUND WITHOUT MAINTAINING POSITIVE CONTROL OF THE AIRPLANE
• THIS SITUATION MAY OCCUR DURING A GO-AROUND PROCEDURE FROM A NORMAL LANDING APPROACH OR A SIMULATED, FORCED-LANDING APPROACH, OR IMMEDIATELY AFTER A TAKEOFF, WITH THE TRIM SET FOR A NORMAL LANDING APPROACH GLIDE AT IDLE POWER
• THE COMBINED EFFECTS OF INCREASED PROP WASH OVER THE TAIL & ELEVATOR TRIM TEND TO MAKE THE NOSE RISE SHARPLY & TURN TO THE LEFT

Question 18

WHY DO WE DO A NORMAL TAKEOFF INTO THE WIND?

Answer 18

2 REASONS ON WHY TAKEOFFS ARE INTO THE WIND:

1.) SINCE THE AIRPLANE DEPENDS ON AIRSPEED A HEADWIND PROVIDES SOME OF THAT AIRSPEED EVEN BEFORE THE AIRPLANE BEGINS TO ACCELERATE INTO THE WIND

2.) A HEADWIND DECREASES THE GROUND SPEED NECESSARY TO ACHIEVE FLYING SPEED

Question 19

WHAT LEFT TURNING TENDENCIES ARE PRESENT DURING THE TAKEOFF ROLL?

Answer 19

LEFT TURNING TENDENCIES THAT ARE PRESENT DURING THE TAKEOFF ROLL:

• AN ABRUPT APPLICATION OF POWER MAY CAUSE THE AIRPLANE TO YAW SHARPLY TO THE LEFT BECAUSE OF TORQUE EFFECTS OF THE ENGINE & PROPELLER
• AS THE ENGINE GAINS SPEED THE EFFECTS OF ENGINE TORQUE & P-FACTOR AT THE INITIAL SPEEDS TEND TO PULL THE NOSE TO THE LEFT
• AS THE SPEED OF THE TAKEOFF ROLL INCREASES, MORE & MORE PRESSURE WILL BE FELT ON THE FLIGHT CONTROLS, PARTICULARLY THE ELEVATORS & RUDDER; IF THE TAIL SURFACES ARE AFFECTED BY THE PROPELLER SLIPSTREAM, THEY BECOME EFFECTIVE FIRST

Question 20

WHAT LEFT TURNING TENDENCIES ARE PRESENT DURING THE LIFT OFF PORTION OF A NORMAL TAKEOFF?

Answer 20

LEFT TURNING TENDENCIES DURING THE LIFT OFF PORTION OF A NORMAL TAKEOFF:

• IF THERE IS AN EXCESSIVE & RAPID CHANGES IN PITCH ATTITUDE IT RESULTS IN PROPORTIONATE CHANGES IN THE EFFECTS OF TORQUE, THUS MAKING THE AIRCRAFT MORE DIFFICULT TO CONTROL
• TORQUE FROM THE ENGINE TENDS TO IMPART A ROLLING FORCE THAT IS MOST EVIDENT AS THE LADNING GEAR IS LEAVING THE SURFACE

Question 21

WHAT ADVANTAGES DOES FLAP USE GIVE PILOTS DURING LANDING?

Answer 21

FLAP EXTENSION DURING APPROACHES & LANDINGS PROVIDES SEVERAL ADVANTAGES:

1.) PRODUCING GREATER LIFT & PERMITTING LOWER APPROACH & LANDING SPEEDS
2.) PRODUCING GREATER DRAG & PERMITTING A STEEPER DESCENT ANGLE
3.) INCREASING FORWARD VISIBILITY BY ALLOWING A LOWER PITCH
4.) REDUCING THE LENGTH OF THE LANDING ROLL

Question 22

FLAP DEFLECTION IN THE REGARDS OF LIFT & DRAG

Answer 22

FLAP EXTENSION:

• FLAP DEFLECTION OF UP TO 15 DEGREES PRIMARILY PRODUCES LIFT WITH MINIMAL DRAG
• FLAP DEFLECTION BEYOND 15 PRODUCES A LARGE INCREASE IN DRAG

Question 23

WHAT ARE THE AILERON’S PURPOSE ON THE GROUND?

Answer 23

• AILERONS SERVE THE SAME PURPOSE ON THE GROUND AS THEY DO IN THE AIR — THEY CHANGE THE LIFT & DRAG COMPONENTS OF THE WINGS
• IF THE WING STARTS TO RISE, AILERON CONTROL IS APPLIED TOWARD THAT WING TO LOWER IT