Performing the Slow Flight Maneuver
Slow flight should be practiced in straight-and-level flight, straight-ahead climbs and climbing medium-banked (approximately 20 degrees) turns, and straight-ahead poweroff gliding descents and descending turns to represent the takeoff and landing phases of flight.
Slow flight training should include slowing the airplane smoothly and promptly from cruising to approach speeds without changes in altitude or heading, and understanding the required power and trim settings to maintain slow flight.
It should also include configuration changes, such as extending the landing gear and adding flaps, while maintaining heading and altitude.
Slow flight in a single-engine airplane should be conducted so the maneuver can be completed no lower than 1,500 feet AGL, or higher, if recommended by the manufacturer.
In all cases, practicing slow flight should be conducted at an adequate height above the ground for recovery should the airplane inadvertently stall.
To begin the slow flight maneuver, clear the area and gradually reduce thrust from cruise power and adjust the pitch to allow the airspeed to decrease while maintaining altitude.
As the speed of the airplane decreases, note a change in the sound of the airflow around the airplane.
As the speed approaches the target slow flight speed, which is an airspeed just above the stall warning in the desired configuration (i.e., approximately 5–10 knots above the stall speed for that flight condition), additional power will be required to maintain altitude.
During these changing flight conditions, it is important to trim the airplane to compensate for changes in control pressures.
If the airplane remains trimmed for cruising speed (a lower AOA), strong aft (back) control pressure is needed on the elevator, which makes precise control difficult unless the airplane is retrimmed.
Slow flight is typically performed and evaluated in the landing configuration.
Therefore, both the landing gear and the flaps should be extended to the landing position.
It is recommended the prescribed before-landing checks be completed to configure the airplane.
The extension of gear and flaps typically occurs once cruise power has been reduced and at appropriate airspeeds to ensure limitations for extending those devices are not exceeded.
Practicing this maneuver in other configurations, such as a clean or takeoff configuration, is also good training and may be evaluated on the practical test.
With an AOA just under the AOA which may cause an aerodynamic buffet or stall warning, the flight controls are less effective.
The elevator control is less responsive and larger control movements are necessary to retain control of the airplane.
In propeller-driven airplanes, torque, slipstream effect, and P-factor may produce a strong left yaw, which requires right rudder input to maintain coordinated flight.
The closer the airplane is to the 1G stall, the greater the amount of right rudder pressure required.
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