EFFECTS OF CONTROLS

SCOPE STRUCTURED HINGED ON THE MAIN TRAILING EDGES, THE LIFT

1. PLANES AND AXIS OF MOVEMENT PILOT MANIPULATES
2. FUNCTIONS AND INITIAL EFFECT OF PRIMARY FUNCTION – ALTER THE AIRFLOW AROUND THE CONTROL
CONTROLS (PECS) SURFACES
3. EFFECT OF AIRSPEED CONTROL COLUMN LOW AOA
4. EFFECT OF PROPELLOR AND AIRSTREAM USE ELEVATOR
5. EFFECT OF DIFFERING POWER RATING FACTORS THAT AFFECT THE CENTER OF GRAVITY
LIFT
6. TRIMMING - ICING REDUCED
COP
7. FLAPS - CARGO
8. CARB HT - MOVEMENT
9. MIXTURE CONTROL - FUEL INCREASE AOA
10. CABIN HT INCREASE IN
11. OTHER CONTROL TURBULENCE
AILERONS
TURNING THE CONTROL COLUMN LEFT OR RIGHT
PLANES AND AXIS OF MOVEMENT AT CRITICAL AOA
CONTROL COLUMN LEFT,UPGOING AIELERON
PLANES IS A 2D REPRESENTATION ALONG A PLANE AXIS CS
CONTROL SURFACES – HINGED ON SURFACE RUDDER – STEP THE RUDDER PETAL IN OR OUT, PRIMARY
STRUCTURES THAT ARE HINGED ON THE MAIN AEROFOIL EFFECT IS YAW
FOR THE PILOT TO BE ABLE TO MANOUVER THE FLIGHT
Longitudinal
SECONDARY EFFECT OF THE
MOVEMENT OF AILERON IS
SPEEDING

Lateral
MOVES TO THE LEFT
LATERAL – PITCHING
Vertical VERTICAL – YAWING PLANE
LONGITUDINAL – YAWING
 EFFECTS OF CONTROLS
SCOPE EFFECTS OF PROPELLOR SLIP STREAM EFFECTS OF AIRSPEED
1. EFFECTS OF AIRSPEED EFFECTS OF DIFFERING POWER
2. EFFECT OF PROPELLOR SLIP STREAM AIR THRUST BEHIND BY THE ROTATING PROPELLOR SETTING
3. EFFECTS OF DIFFERING PWR SETTING AIRCRAFT DESIGNED TO FLY AT CRUISE
4. TRIMMING POWER SETTING
5. FLAPS THRUST FORCE – PRODUCED BY THE
6. CARB HT ENGINE THROUGH THE PROPELLOR
7. MIXTURE CONTROL DRAG FORCE – PRODUCED BY THE AC
8. CARBIN HT PASSING THROUGH THE AIR
9. OTHER CONTROLS
RUDDER +
DRAG
ELEVATOR
THRUST
INCREASE THE RPM TO INCREASE EFFECTIVENESS OF THE
SLIP STREAM AIR DIFFERING PRESSURE SETTING
EFFECTS OF AIRSPEED CONTROLS SURFACES AFFECTED ARE ELEVATOR AND FROM THE ACTION OF THE PROPELLOR
AIRFLOW AROUND THE CONTROL SURFACES (CS) RUDDER GENERATES THE MOVEMENT
THE EFFECTIVENESS AND FIRMNESS OF THE CONTROLS IF THE POWER IS INCREASED/
Speed Control Column C.movement AIRFLOW ONLY AFFECTED BY RELATIVE AIRFLOW – RAF DECREASED THIS ALTERS THE THRUST-
High Speed Effective & Firm Small DRAG COUPLE
Low Speed Less Effective & Firm Large - INCREASED POWER
SLIPSTREAM – MORE RESPONSIVE
ALL CONTROLS SURFACES ARE AFFECTED BY AIRSPEED MORE EFFECTIVE THRUST

SLIPSTREAM – LESS RESPONSIVE DRAG

LESS EFFECTIVE PITCH UP

REDUCE POWER
DRAG
THRUST
STABILITY IN YAW
SLIPSTREAM AFFECTS THE FINS CAUSING AIRCRAFT
YAW
TO COMPENSATE, DESIGNERS INSTALLED FIXED TRIM
TAB, OFSET FIN, OFSET ENGINE
TO COMPENSATE DESIGNERS INSTALLED FIXED TRIM
TAB, OFFSET FIN, OFSET ENGINE
COUNTER ROTATING PROPER AIRCRAFT
INBUILT FEATURE ONLY APPLY AT CRUISE POWER
SETTING
EFFECTS OF CONTROLS
TRIMMING EFFECTS OF AIRSPEED
EFFECTS OF DIFFERING POWER
TRIM TO RELIEVE PRESSURE FROM THE CONTROL SETTING
COLUMNS AIRCRAFT DESIGNED TO FLY AT CRUISE
TRIM TAB POWER SETTING
KEEP THE ELEVATOR IN A CERTAIN POSITION THRUST FORCE – PRODUCED BY THE
DIFFERENT FLIGHT CONDITIONS PLACE DIFFERENT ENGINE THROUGH THE PROPELLOR
LOADS ON THE CONTROL SURFACES DRAG FORCE – PRODUCED BY THE AC
PASSING THROUGH THE AIR
PURPOSE IS TO RELIEVE PILOT OF EXCESSIVE LOAD
- ELECTRICALLY/ MANUALLY OPERATED DRAG
- MOVES OPPOSITE TO CS THRUST
DIFFERING PRESSURE SETTING DIFFERING PRESSURE SETTING
FROM THE ACTION OF THE PROPELLOR FROM THE ACTION OF THE PROPELLOR
GENERATES THE MOVEMENT GENERATES THE MOVEMENT
IF THE POWER IS INCREASED/ DECREASED THIS ALTERS IF THE POWER IS INCREASED/
THE THRUST-DRAG COUPLE DECREASED THIS ALTERS THE THRUST-
- INCREASED POWER DRAG COUPLE
- INCREASED POWER

THRUST

DRAG

PITCH UP
 EFFECTS OF CONTROLS
FLAPS CARB HEAT MIXTURE CONTROL
C.S ATTACHED TO THE INBOARD TRAILING EDGE OF
THE WING PLUNGER TYPE KNOB
CAN BE ELECTRICALLY OPERATED OR NORMALLY - DEICING
OPERATED - ANTICING
FLAPS ARE USED TO INCREASE LIFT OR INCREASE DRAG - PREVENT OR REMOVE ICING IN THE CARBURATOR LEAN ICO
RICH IDEAL CUT
AIRPSPEED INDICATOR OFF
LIFT AUGMENTING DEVICES POSITION
OPERATIONS MANUALS/ ELECTRICALS
UPPER WITH ARC – VFE
VFE – MAX SPEED WHEN THE SPEED FLAP CAN BE IN OUT
EXTENDED GENERAL RULE
LESS PERFORMANCE DURING TAKE OFF AFFECTS RPM
- ≥ 5,000 FT – LEAN
- ≤ 5,000 FT RICH

- ROUTES HOT UNFILTERED AIR FRO EXHAUST HEAT SHUTTING DOWN ENGINE = ICO
EXCHANGE ALTITIDE AFFECTS THE FUEL TO AIR RATIO
- HOT AIR LESS DENSE AFFECT ENGINE PERFORMANCE WHICH IS WHY WE LEAN
(RPM) CABIN HEAT
- VENTILATE – OPERATE CABIN AIR
- CAUTION WHEN USIMG CARB HEAT ON UNPAVED AND SCOOP TO RAISE COLD AIR INTO
SURFACES CABIN
VSO - Stall speed or minimum flight speed in landing configuration
VFE - Maximum flap extended speed. HEATING
VSI - Stall speed or minimum steady flight speed for which the FROM THE SHROUD
aircraft is still controllable in a specific configuration. OTHER CONTROLS
VNE - Never exceed speed.
THE RADIOS

FORCES ACTING IN AN AIRCRAFT
LIFT
THRUST DRAG
WEIGHT
• LIFT – FORCE CREATED BY AIRFLOW AROUND THE WINGS
• WEIGHT – FORCE ACTING DOWNWARDS THROUGH THE COG
• DRAG – RESISTANCE AS AIRCRAFT PASSES THROUGH THE
MASS OF AIR
EQUILIBRIUM
• DURING THE S+L UNACCELERATED FLIGHT
• LIFT = WEIGHT
• THRUST = DRAG
• IF ALL THE ELEMENTS ARE NOT IN EQUILIBRIUM AIRCRAFT
CANNOT MAINTAIN CONSTANT SPEED
LIFT AND FORCES AFFECTING IT
• AOA IS THE ANGLE BETWEEN RAF AND CHORDLINE
• CRUISING FLIGHT AOA IS +4⁰
AS SPEED INCREASES AIRFLOW AROUND THE WINGS
INCREASES HENCE INCREMENT IN LIFT PRODUCTION AND VICE
VERSA
TO MAINTAIN SPEED INCREASE AOA
STRAIGHT AND LEVEL
DRAG AND FACTORS AFFECTING IT
FORMS OF DRAG
- 1) PARASITIC DRAG
- DRAG PRODUCED BY MOVING OBJECTS
- SPEED INCREASES PARASITE DRAG INCREASES
INDUCED DRAG
LIFT DEPENDENT DRAG
SPEED INCREASES INDUCES DRAG REDUCES
DRAG VS SPEED
L/W HAS HIGHER MAGNITUDE THAN T/D
THIS RESULTS IN A RESIDUAL FORCE
TAIL PLANE IS FITTED AT A CERTAIN – VE AOA TO
COUNTER THE RESIDUAL FORCE
COG AFFECTS STABILITY
FWD COG STABILITY
AFT COG STABILITY
STABILITY IN YAW
PRODUCED BY THE VERTICAL STABILIZER
OR THE TAIL FIN
STABILITY IN ROLL
IF THE AIRCRAFT IS DISTURBED BY AN
EXTERNAL FORCE AND YAWS. THE FIN IS
PRESENTED TO THE AIRFLOW AT CERTAIN
AOA THAT YAWS AC BACK TO S+L
STABILITY IN ROLL
GOVERNED BY THE WINGS
WHEN THE AC IS DISTURBED BY
EXTERNAL FORCE AND ROLLS, IIT SLIDE
SLIPS INTO THE DIRECTION OF ROLL
CREATING A SIDEWAYS COMPONENT OF
RAF THAT HITS LOWER WING AT THE
HIGHER AOA WING, ROLLING AC BACK TO
S+L
POWER AND ATTITUDE PERFORMANCE
PERFORMANCE IS A MEASURE OF SPEED
AND ROC/ROD
 STRAIGHT AND LEVEL
FORCES ACTING IN AN AIRCRAFT

TO ACHIEVE ANY MANOUVER YOU MUST SELECT CERTAIN ATTITUDE USED TO CRUISE TO DESTINATION
AND PWR SETTING TO HAVE BEST PERFORMANCE
FOUND ON PH
POWER CONTROLS ROC/ ROD MAXIMUM ENDURANCE SPEED
ATTITUDE CONTROLS SPEED
AIRBORNE FOR THE LONGEST TIME
SLOWER SAFE CRUISE
SLOWER THAN NORMAL CRUISING SPEED
SPEED THAT REQUIRES THE AC TO FLY AT HIGHER AOA CLOSE TO
STALLING ANGLE
INITIAL SELECTION OF FLAPS OS SPEED USED THAT GIVES BETTER
VIEW AHEAD AND STALLING SPEED

USES
- LOST
- LANDING
- AERIEL VIEW
- BAD WEATHER
SPEED AT WHICH AC STAYS AC LONGEST WITH A GIVEN
FUEL LOAD
MAX RANGE SPEED
SPEED OF MIN PWR SETTING
SPEED AT WHICH AC COVERS MAX HORIZONTAL DISTANCE WITH A SPEED AT WHICH AC STAYS AIRBORNE LONGEST WITH A
GIVEN FUEL LOAD GIVEN FUEL LOAD
SPEED OF MINIMUM DRAG
DRAG VS SPEED
SPEED OF MINIMUM PWR SETTING
SEARCH AND RESCUE
HOLD
SURVEY
LOST
 EFFECT OF CONTROL I
AIM: TO LEARN THE EFFECTS OF FLYING CONTROLS, SELECT ATTITUDE AND TRIM
AIRMANSHIP: , Listen out, HO/TO, F.M.T, RELAX, WIGYC,
AIREX : RUN – NIL

CONTROL CONTROL AXIS PRIMARY SECONDARY 3. EFFECT OF SLIPSTREAM

SURFACE MOVEMENT EFFECT EFFECT
80 KTS – MINIMUM SLIPSTREAM E
ELEVATOR FORCE/ AFT LATERAL PITCH IAS A
80 KTS – MAXIMUM SLIPSTREAM R
AILERON LEFT/ RIGHT LONGITUDINAL ROLL YAW
✓ NOTE ELEVATOR AND RUDDER ARE NOT RESPONSIVE AND FIRM
SPIRAL DESCENT ✓ AILERON NO CHANGE
RUDDER IN/OUT NORMAL YAW ROLL

2. EFFECT OF AIRPSPEED HORIZON

CONTROL RESPONSIVENESS FIRMNESS CONTROL SEQUENCE

SURFACE 1/3 OF CANOPY
- AILERON
- ELEVATOR
100KTS - RUDDER
CONTROL CONSIDERATION
120KTS MORE MORE A) SMOOTH AND PROGRESSIVE MOVEMENT
B) MOVEMENT CONTINUES UNTIL CONTROL NEUTRALIZED
C) RESPONSE DEPENDS ON AMOUNT OF DEFLECTION
90KTS LESS LESS
D) MOTION RELATIVE TO PILOT NOT HORIZON
 EFFECT OF CONTROL II
AIM: TO LEARN THE EFFECT OF ENGINE CONTROLS AND FLAPS WHILE MAINTAINING AN ATTITUDE AND TRIM
AIRMANSHIP: , Listen out, HO/TO, F.M.T, RELAX, WIGYC,
AIREX : RUN – NIL
MIXTURE

PITCH LEAN ICO

ENGINE CONTROLS

THROTTLE
ROUGH RUNNING
FLAPS NOISE IAS
NORMAL SENSE
INDUCTION/ CARB HEAT
INTERMEDIATE F
NOISE IN : COLD A
RPM OUT : HOT T
FULL
IAS HOT : SLIGHT DECREASE IN RPM
MAP
F.F.
PITCH
EFFECT OF POWER p
A
T
YAW
 CLIMBING AND DESCENDING I
AIM: CLIMB AND GLIDE AN AIRCRAFT AT CONSTANT SPEED
AIRMANSHIP: , Listen out, Engine Limitations, Feel, FREDA C&S

AIREX : RVN, S+ L, I & II

ENTRY
EXIT
Look out
A ATT – S+L P PWR – IDLE
PWR – 2300 RPM
P TRIM
A ATT – HOLD UNTIL 80KTS

T ASI
T SELECT GLIDE ATT

BALL FEEL S+L FREDA

TRIM
ALT CX – ASI, BALL, ALT, VSA, DI
VSI 12 OCLOCK
RE – ADJUST
DI T’S & P’S
RE – ADJUST ENGINE
MAINTAINANCE
CARB HEAT
MAINTAINANCE
Look out
ATT FL050 LEAN Look out
INSTRUMENTS
FL050 RICH ATT
ASI ATLTIMETER INSTRUMENTS
BALL ASI
ALT BALL
VSI QNE TA QNH TA ALT
ENTRY DI VSI GLIDE TO CLIMB
DI
Look out
P PWR – FULL
P Look out
PWR – FULL
A ATT – CLIMB @ 80KTS A ATT – CLIMB @ 80KTS

T TRIM
CX – ASI, BALL, ALT, VSA, DI
T TRIM
6’0CLOCK WARM ENGINE CX – ASI, BALL, ALT, VSA, DI
RE – ADJUST RE – ADJUST
 STRAIGHT AND LEVEL II
AIM: TO FLY AN AIRCRAFT S+L WHILE DECELERATING AND ACCELERATING TO SPECIFIC IAS
AIRMANSHIP: , Listen out, HO/TO, LIMITATIONS [ T’s & P’s]

AIREX : RVN, S+ L, ATTITUDE AND TRIM

HI Nose
LO IAS

DECELERATION S+L ACCELERATION FAST ACCELERATION

Power Power Power FULL POWER

Power

ATTITUDE HOLD ATTITUDE HOLD ATTITUDE HOLD

ATTITUDE HOLD

STOP YAW STOP YAW STOP YAW

STOP YAW

TRIM TRIM TRIM

TRIM

CX – IAS CX – IAS CX – IAS

CX – IAS

READJUST: READJUST: READJUST:

READJUST: PROGRESSIVELY
MAINTAINANCE PROGRESSIVELY

ANTICIPATE BY 5KTS SET CRUISE PWR

ATTITUDE INSTRUMENTS
 MEDIUM LEVEL TURN
AIM: TO FLY MLT (< 30⁰> AOB) ONTO A SPECIFIC REF PT/ HDG
AIRMANSHIP: , Listen out, Limitations, Anchor (pt)
AIREX : CLIMBING, S+L, APPROACH CONFIGURATION,

HORIZON
LEFT
LEFT TURN
TURN

S+L
ENTRY MAINTAINANCE EXIT

BANK TO INSTRUMENTS TO
MLT BANK S+L
BALANCE ATT: AH, ALT, BALL, DI
BALANCE ATT
BACK PRESSURE ATT
BACK PRESSURE
NB; NO TRIMMING
IAS 5KTS ACCEPTABLE
NO PWR ADJUSTMENTS TURNING AT LOW SPEEDS (70KTS)
OVERSHOOT ANTICIPATE TECHNIQUE SAME AS ABOVE
ADJUST POWER TO MAINTAIN SPEED
DI ANTICIPATE BY ½ AOB
 DESCENDING II
AIM: TO LEARN TO FLY AN AIRCRAFT IN APPROACH CONFIGURATION AND OVERSHOOT
AIRMANSHIP: , Listen out, Engine, Feel, FREDA, CXS
AIREX : S+L I & II, CLIMB AND GLIDE, NOTE ROD

APPROACH CONFIGURATION
EFFECT OF FLAPS EFFECT OF POWER
FLAP OPERATING SPEED GLIDE AC AT 80KTS ✓ 80 KTS
SELECT FULL FLAPS POWER, ATTITITUDE, ✓ FLAPS
HOLD FOR 80KTS ATTITUDE ✓ POWER 1700 RPM
LOWER NOSE TRIM
TRIM CX – IAS, BALL OVERSHOOT
CX – IAS, BALL RE – ADJUST FULL POWER
RE – ADJUST NOTE: ROD SHALLOW CLIMB ATTITUDE
NOTE: ROD + ROC, SAFE HEIGHT
CX – IAS
RETRACT FLAPS IN STAGES
CLIMB ATTITUDE
Control Column Controls IAS TRIM
CX, T’s & P’s, ASI, BALL, ALT, VSI, DI
Flaps
Power ROD
FLYING TO A REF POINT

CAUSE CURE
REF POINT MOVING UP LANDING SHORT ROD ROD
REF POINT MOVING DWN LANDING LONG ROD ROD
 TURNING VLC
Vertical lift component
SCOPE
1. FORCES IN A TURN
2. USE OF CONTROLS
3. EFFECT OF STALL SPEED AC has inertia which is
4. CLIMBING TURN overcome by CPF easing it to
VLC turn
5. DESCENDING TURN
6. EFFECT OF OFFSET SEATING
7. TURNING ONTO SELECTED HDG USING
A) DIRECTION INDICATOR
B) COMPASS W
ADVERSE YAW
Use of Controls More lift, more Drag
- Ailerons creates CPF by banking the A/C

PULL
 TURNING
KEY INSTRUMENT ADVERSE YAW - TENDENCY OF THE AILERON TO YAW OUT OF THE TURN
INSTRUMENT - TURN AND BANK COORDINATOR

✓ RUDDER IS APPLIED TO BALANCE THE TURN

✓ APPLY BACK PRESSURE ON CONTROLS TO MAINTAIN A LEVEL FLIGHT

BALANCED TURN UNBALANCED TURN

✓ EFFECT ON STALL SPEED

A B
✓ INCREASES THE STALL SPEED BY THE SQRT (LOAD FACTOR)

SP 40 KTS SP 50KTS

ASI ASI
SLIP SKID

AS 100 KTS AS 95KTS

S+L TURNING
STEP ON THE RUDDER TO CORRECT
SKIP OR SKID ✓ SAFETY MARGIN REDUCES IN TURNING
 TURNING
CLIMBING TURN 5. TURNING ONTO SELECTED HDG USING 5. TURNING ONTO SELECTED HDG USING
A. DI B. COMPASS
- INITIATE THE CLIMB THEN BANK NOT EXCEEDING 15⁰ AOB - ANTICIPATE ROLL-OUT BY 1/2 AOB - EASTERLY AND WESTERN DIRECTION HAVE
MINIMUM ERRORS
- LOWER THE NOSE ATTITUDE TO MAINTAIN SPEED - IN THE NOTHERN HEMISPHERE UNDERSHOOT
000⁰ NORTH & OVERSHOOT SOUTH BY 30⁰ (UNOS)
- TO MAINTAIN AOB HOLD OFF
270⁰

090⁰
5. DESCENDING TURN
105⁰ LEFT TURN
- INITIATE A DESCENT THEN BANK NOT EXCEEDING 30⁰ AOB
LEFT TURN 30⁰
- LOWER THE NOSE ATTITUDE TO MAINTAIN SPEED AOB
180⁰

- HOLD TO MAINTAIN AOB

000⁰ RIGHT TURN 30⁰

AOB
LEFT TURN NOSE RIGHT TURN NOSE
S+L
APPEARS HI APPEARS LO
HORIZON 075⁰ LEFT TURN
270⁰

` 090⁰

180⁰
 STALLING
SCOPE FACTORS AFFECTING STALLING AIRSPEEDS LIFT
1. FORCES IN A STALL
2. CONTROL EFFECTIVENESS DURING THE STALL ✓ VSO – STALLING SPEED IN APPROACH CONFIGURATION
3. FACTORS AFFECTING AIRSPEED o THE LOWER PART OF THE WHITE ARC
4. WING DROP AT THE STALL LOW AOA

5. SYMPTOMS OF AN APPROACHING STALL ✓ VSI – THE LOWER PART OF THE GREEN ARC
6. THE STANDARD STALL RECOVERY A. FLAPS, POWER SETTING, SLATS, SLOTS LIFT
7. THE SECONDARY STALL ARE LIFT AUGMENTING DEVICES THEREFOR DECREASE STALL COP
REDUCED
8. THE DEPARTURE STALL SPEED
9. THE RECOVERY AT THE INCIPIENT STAGE B. ALTITUDE
INCREASE AOA
10. THE QUASI STALL IAS REMAINS THE SAME REGARDLESS OF ALTIDTUDE BUT TAS
INCREASE WITH INCREASE IN ALTITUDE INCREASE IN
TURBULENCE
C. COG POSITION
FORWARD COG STALL SPEED AT CRITICAL AOA
CONTROL EFFECTIVENESS DURING THE STALL
AFT COG STALL SPEED
3 PFCS ARE LESS EFFECTIVE AT LOW SPEEDS
✓ D. WEIGHT
FIN AND RUDDER DO NOT STALL ON THE SAME PLANE AS
DECREASE IN WEIGHT INCREASES STALL SPEED AND VICE
THE WINGS THUS USED FOR DIRECTIONAL CONTROL
VERSA
DURING STALLS
- STABULATOR – STABILIZER AND ELEVETOR COMBINED
✓ E. LOAD FACTOR
- ELEVATORS ( STABULATORS) ARE THE PRIMARY
INCREASE IN LOAD FACTOR STALLING SPEED INCREASES
CONTROL FOR STALL RECOVERY HENCE DESIGNED TO
BE EFFECTIVE DURING STALL AND RECOVERY
✓ F. ICING AND WING DAMAGE
- AILERONS WORSEN THE SITUATION THEREFORE NOT
THESE INCREASE STALL SPEED
USED DURING STALL RECOVERY
 STALLING
FACTORS AFFECTING STALLING AIRSPEEDS 5. SYMPTOMS OF AN APPROACHING STALL 8. SECONDARY STALL
- ABNORMALLY HIGH NOSE ATTITUDE - IS A SECONDARY STALL DUE TP HARSH
- CONTROLS LESS EFFECTIVE HANDLING OF CONROLS DURING RECOVERY
✓ F. GUST AND TURBULENCE - LOW AND REDUCING AIRPSPEEDS - STALL AT HIGH SPEED IS CALLED HIGH HIGH
GUST AND TURBULENCE INCREASE THE STALLING - LIGHT VIBRATIONS/ BUFFET SPEEED STALL/ DYNAMIC STALL
SPEED - STALL WARNER OPERATOR ( RADIO) - NOT ALL AIRCRAFTS ARE ALLOWED TO
PRACTISE DYNAMIC STALL – REFER TO POH
WING DROP AT THE STALL 6. SYMPTOMS OF A STALL - TO RECOVER APPLY SSR (STANDARD STALL
IS WHEN ONE WING STALLS EARLIER - HEAVY BUFFET RECOVERY)
- NOSE DROP 9. DEPARTURE STALL
CAUSES - AIRCRAFT SINKS - STALL AT FULL POWER DURING TAKEO-OFF
A. POWER - HEIGHT LOSS - CHARACTERISED BY ABNORMALLY HIGH
SLIPSTREAM TORQUE EFFECT - WING DROP ATTITUDE
GYROSCOPIC PRECISION AND ASSYMETRIC PROPELLOR - TO RECOVER APPLY SSR
LOADING CAN LEAD TO WING DROP AT THE STALL 7. SECONDARY STALL RECOVERY 10. RECOVERY OF INCIPEIENT STALL
B. FLAPS - IS RECOVERY AT APPROACHING STALL
IMPERFECTIONS AND ASSYMETRIC FLAPS CAN LEAD TO - CONTROL COLUMN FORWARD COMMONLY AT THE ONSET OF STALL
A WING DROP - FULL POWER WARNER
C. UNBALANCED FLIGHT - HEIGHT LOSS RANGES FROM MINIMAL TO
IS THE LIKELY CAUSE OF WING DROP AT THE STALL AND - SPEED NIL
TO PREVENT STEP ON THE BALL - NEUTRALIZE WINGS - TO RECOVER APPLY SSR
D. TURNING FLIGHT - NEUTRALIZE RUDDER 10. THE QUASI STALL
IN THE TURN THE OUTER WING TRAVELS FASTER - INITIATE CLIMB - STALL WITH SMALL POWER AND PARTIAL
WHICH MIGHT LEAD TO A WING DROP FLAPS (APPROACH CONFIGURATION)
- CHARACTERISED BY SLOPPY CONTROLS AND
VERY HIGH ROD
- TO RECOVER APPLY SSR
 STALLING I
AIM: TO RECOGNIZE AND RECOVER FROM A STALL WITH MINIMUM HEIGHT LOSS
AIRMANSHIP: , Listen out, F.M.T, HASELL, CXS, ENGINE LIMITATIONS,
AIREX : RVN S+L & MLT
ENTRY SYMPTOMS OF AN APPROACHING STALL SIGNS OF THE STALL
HASELL - HIGH NOSE ATTITUDE - HEAVY BUFFET
- LO IAS - NOSE DROP
180⁰
- SLOPPY CONTROLS - WING DROP
- LIGHT VIBRATIONS/ BUFFET - AIRCRAFT SINKS
PWR IDLE - STALL WARNER OPERATOR ( RADIO)
CARB HT HOT
MAINTAIN S+L
TRIM 80KTS

STANDARD STALL RECOVERY

HASELL - CONTROL COLUMN FWD, UNTIL BUFFETTING
STOPS SIMULTANEOUS
AT INCIPIENT
STAGE - APPLY FULL POWER
- LEVEL WINGS
MINIMUM HEIGHT LOSS AT
RECOVER AT INCIPIENT - INITIATE CLIMB
STAGE
WITH POWER

NOTE: HEIGHT LOSS

NO POWER
 STALLING II
AIM: TO RECOGNIZE AND RECOVER FROM APPROACH CONFIGURATION STALL WITH MINIMUM HEIGHT LOSS
AIRMANSHIP: , Listen out, F.M.T, HASELL, CXS, ENGINE LIMITATIONS,
AIREX : RVN MLT AND CLEAN STALL
PWR 1700 CLEAN STALL WITH FLAPS APPROACH CONFIGURATION STALL
- LO + SLOWER RED IAS - LO + RED IAS - LO + RED IAS - LO + SLOWER RED IAS
- HIGHER NOSE ATTITUDE - HIGH NOSE - HIGH NOSE - HIGHER NOSE ATTITUDE (MASKED)
- CONTROLS EFFECTIVE (E+R) - CONTROLS LESS EFFECTIVE - CONTROLS LESS EFFECTIVE - CONTROLS EFFECTIVE (E+R)
- LIGHT BUFFET (STALL WARN) - LIGHT BUFFET (STALL WARN) - LIGHT BUFFET (STALL WARN) - LIGHT BUFFET (STALL WARN)

- HEAVY BUFFET - HEAVY BUFFET - HEAVY BUFFET

- NOSE DROP - NOSE DROP - NOSE DROP SSR
- LIKELY WING DROP - WING DROP - LIKELY WING DROP (FOR MINIMUM HEIGHT LOSS)
- AC SINKS - AC SINKS - AC SINKS

HIGH SPEED STALLS

- AC STALLS AT ANY SPEED AS CRITICAL AOA REACHED