6.10. Slow Flight

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6.10.1. Objective. Familiarization and proficiency with aircraft performance and characteristics at minimum flying airspeed. Demonstrate importance of smooth control application at slow speeds. Validate the concept of coordinated turns.

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6.10.2. Description.

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6.10.2.1. Airspeed - Flaps landing: 80-85 KIAS. Flaps TO: 85-90 KIAS. Flaps UP: 90-95 KIAS.

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6.10.2.2. Gear – Down.

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6.10.2.3. Flaps - As desired.

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6.10.3. Procedure. Slow flight is conveniently flown before or after traffic pattern stalls; however, slow flight may be performed at any time. Slow below 150 KIAS, configure the aircraft as briefed, and perform the Before Landing checklist. Maintain altitude as airspeed decreases. When target slow-flight airspeed is reached, adjust power to maintain airspeed and altitude. Trim as required. Execute any SCATSAFE maneuver(s) as described in paragraph

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6.10.4. Approach-to-stall indications (stick shaker or light buffet) are common while executing slow flight; however, if the aircraft stalls during slow flight, recover the aircraft by alleviating the condition that caused the stall (decrease the AOA, lower the flaps, decrease bank, etc.). This is not the primary method of stall recovery and is used only during slow flight. If the stall condition is not immediately corrected, or if an approach-to-stall indication occurs at any other time, initiate traffic pattern stall recovery procedures.

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6.10.4. SCATSAFE Maneuver.

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6.10.4.1. S - Straight and Level. During operation on the “back side of the power curve” (i.e., more power is required to maintain slower airspeeds), increased AOA results in increased drag and a stall if not carefully flown. Note the pitch attitude, torque, and rudder deflection required to maintain straight-and-level flight. This is the picture a pilot should see at rotation during takeoff or just prior to touchdown during landing.

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6.10.4.2. C – Coordination Exercise. Conduct a series of left and right turns, using 15- to 20-degrees of bank. Keep the ball centered using coordinated rudder. Approximately two inches of right rudder is required to maintain straight-and-level, coordinated flight. Right turns require approximately twice the rudder deflection to maintain coordination. Left turns require approximately one-half inch of right rudder to maintain coordination.

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6.10.4.3. A - Adverse Yaw. A lack of coordinated rudder during a turn results in weaving or “S-ing” on final. Select two points: one directly in front of the aircraft, and one approximately 20 degrees to the right of the nose. Without applying rudder, initiate a rapid right turn with 20-degree bank. Note the initial tendency of the nose to yaw left. After approximately 20 degrees of turn, roll out rapidly without using rudder. The nose continues past the selected rollout point then comes back. Next, initiate a right turn, using coordinated rudder. Notice that the nose immediately tracks in a coordinated manner. After 20 degrees of turn, roll out using properly coordinated rudder and note that the nose stops on the selected rollout point.

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6.10.4.4. T - Torque and Turns. The T-6 initially tends to pitch up, yaw, and roll left if positive control is not maintained during full power takeoffs and landings. To demonstrate this, quickly increase power to MAX from straight-and-level, coordinated slow flight and release the controls. The nose tracks up, yaws, rolls left, and approaches a stall. Recover from the buffet, prior to stall. Reestablish slow flight and increase power to MAX again. This time, hold proper takeoff pitch and apply coordinated rudder to maintain a proper nose track. Positive control of the aircraft ensures safe takeoffs, touch-and-go landings, and go- arounds.

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6.10.4.5. S - Steep Turns. High angles of bank at slow airspeeds increase stall speed and cause rapid turn rates. Slowly increase bank toward 60 degrees while adding power and back pressure to maintain level flight. Look at a point on the ground and watch the wingtip appear to pivot around the selected point. The AOA quickly increases, progressing into a stall. Roll out of the bank to recover from the impending stall.

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6.10.4.6. A - Abrupt Control Movement. Fixation on the aim point during landing can cause an abrupt flare. Late recognition of the rapidly approaching runway causes the pilot to abruptly raise the nose of the aircraft, causing an approach-to-stall condition, a hard landing, or both. The stick shaker activates, but there is no decrease in sink rate. To demonstrate this, abruptly apply back stick pressure to 20 degrees nose high to simulate snatching the control stick in the flare. The AOA rapidly increases and the aircraft progresses toward a full stall. Release back pressure to recover. To avoid this condition on landing, view the total landing environment and apply controls in a smooth, positive manner.

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6.10.4.7. F - Flap Retraction. Flap retraction prior to the recommended airspeeds causes the aircraft to lose lift and develop a sink rate. From straight-and-level coordinated slow flight, raise the flaps from LDG to UP without pausing at the TO position. While retracting the flaps, increase the pitch attitude to maintain altitude. Initially airspeed increases (due to reduced drag as flaps begin to retract), but as flaps retract toward UP, the AOA increases and an approach to stall results. Recover from the impending stall by selecting flaps LDG.

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6.10.4.8. E – Effectiveness of Controls. Rapid control inputs, especially in the flare, often do not give the aircraft sufficient time to respond. Laterally move the ailerons with small, rapid movements. Notice that even with aileron movement, there is little effect on heading or bank during slow flight. In slow flight, smooth, positive inputs are required to effectively control the aircraft as there is less airflow over the control surfaces at slow airspeeds.

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