An energy-centered approach clarifies the roles of the engine and flight controls beyond the simple “pitch for airspeed and power for altitude” by modeling how throttle and elevator inputs affect the airplane’s total mechanical energy. From an energy perspective, the problem of controlling vertical flight path and airspeed becomes one of handling the airplane’s energy […]
This section is all about managing the airplane’s altitude and airspeed using an energy-centered approach. Energy management can be defined as the process of planning, monitoring, and controlling altitude and airspeed targets in relation to the airplane’s energy state in order to: Attain and maintain desired vertical flightpath-airspeed profiles. Detect, correct, and prevent unintentional altitude-airspeed
Energy Management: Mastering Altitude and Airspeed Control Read Post »
Airplanes may have installed systems that provide alternatives in certain emergency situations. For example, ballistic parachute systems, if installed, may be deployed in an emergency allowing an airplane to descend slowly enough toward the ground such that occupants usually survive the resulting impact with minor or no injuries. Airplanes may also have an Emergency Autoland
Flight training in a multiengine airplane can be safely accomplished if both the instructor and the learner consider the following factors. The participants should conduct a preflight briefing of the objectives, maneuvers, expected learner actions, and completion standards before the flight begins. A clear understanding exists as to how simulated emergencies will be introduced, and
The approach and landing with OEI is essentially the same as a two-engine approach and landing. The traffic pattern should be flown at similar altitudes, airspeeds, and key positions as a two-engine approach. The differences are the reduced power available and the fact that the remaining thrust is asymmetrical. A higher-than-normal power setting is necessary
The total mechanical energy of an airplane in flight is the sum of its potential energy from altitude and kinetic energy from airspeed. The potential energy is expressed as mgh, and the kinetic energy as ½ mV². Thus, the airplane’s total mechanical energy can be stated as: mgh + ½ mV² Where, m = mass
To prevent these illusions and their potentially hazardous consequences, pilots can: Anticipate the possibility of visual illusions during approaches to unfamiliar airports, particularly at night or in adverse weather conditions. Consult airport diagrams and the Chart Supplements for information on runway slope, terrain, and lighting. Make frequent reference to the altimeter, especially during all approaches,
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The following general discussion applies to airplanes equipped with flaps. The pilot may use landing flaps during the descent to adjust lift and drag. Flap settings help determine the landing spot and the descent angle to that spot. [Figure 1 and Figure 2] Flap extension during approaches and landings provides several advantages by: Producing greater
Safety Considerations In the interest of safety and good habit pattern formation, there are certain basic flight safety practices and procedures that should be emphasized by the flight instructor, and adhered to by both instructor and learner, beginning with the very first dual instruction flight. These include, but are not limited to, collision avoidance procedures
The major sources of flight training in the United States include FAA-approved pilot schools and training centers, non-certificated (14 CFR part 61) flying schools, and independent flight instructors. FAA-approved schools are those flight schools certificated by the FAA as pilot schools under 14 CFR part 141. [Figure 1] Application for part 141 certification is voluntary,
