PRINCIPLES OF FLIGHT 31 WWW.GOFLY.ONLINE Y ONLI NE FLI GHT SCHOOL Spin recovery technique Spin recovery techniques can vary between aircraft types. Please consult your flying instructor and Pilot Operating Handbook for more details on spin recovery technique for your aircraft type. Please note that spin training can only be conducted in aircraft approved for, and by an instructor who is approved to conduct, spin training. In the event of an inadvertent spin the basic recovery technique is described below. • Power to idle • Ailerons In the neutral position • Confirm spin rotation • Apply full opposite rudder. Spinning right, apply left rudder. Spinning left, apply right rudder. • Once rotation has stopped, pitch forward to recover from the stall, then stall recovery technique as usual. Taxi, Take-Off, And Landing Stability and control characteristics during ground operation Nose wheel aircraft Nose wheel aircraft typically exhibit more inherent stability during ground operations compared to tail wheel aircraft. This stability is primarily due to the forward location of the main landing gear (under the aircraft’s nose) and the aircraft’s natural tendency to align itself with the direction of motion. Nose wheel aircraft are generally steered on the ground using the nose wheel, which is connected to the rudder pedals in the cockpit. This provides direct control over the direction of travel during taxiing, take-off, and landing. Some nose wheel aircraft steer via differential braking, meaning the nose wheel rotates freely and the pilot applies braking to the left or right main wheel to steer. Tail wheel aircraft Tail wheel aircraft are generally less stable during ground operations compared to nose wheel aircraft and are less forgiving of pilot error. Because the vertical stabiliser is situated directly above the tail wheel, any side force from a strong wind can cause the aircraft to ground loop, or weathervane. The further away the pivoting wheel is from the centre of gravity, the more sensitive that wheel is in relation to turning. Tail wheel aircraft are inherently unstable on the ground. As ground turns are commenced, the aircraft begins to pivot on one or the other of the main wheels. With the centre of gravity behind that pivot point, the forward momentum of the aircraft acts to continue and even tighten the turn without further steering inputs. Tail wheel aircraft have an exaggerated tendency to weathervane, or turn into the wind, when there is any crosswind. The nose high attitude of tail wheel aircraft may lead to problems with forward visibility, and means that head winds may act to create more lift than nose wheel aircraft, even while taxiing slowly. Tail wheel aircraft can use either differential braking, rudder authority, or a steerable tail wheel for steering. Propeller torque Propeller torque can affect the controllability of an aircraft, especially in single engine, piston powered aircraft. Propeller torque creates a yawing moment on the aircraft, causing it to yaw in the opposite direction of the engine rotation. In a single engine aircraft with a clockwise rotating propeller (viewed from the cockpit), the aircraft tends to yaw to the left due to propeller torque. Propeller torque also contributes to a phenomenon known as P-factor, which is most noticeable at high angles of attack and low airspeeds. P-factor results from the asymmetrical thrust produced by the propeller blades as they operate at different angles of attack during climb or descent. This asymmetrical thrust creates a pitching moment that affects the aircraft’s longitudinal stability and may require corrective elevator input from the pilot.
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