Maneuvering During Slow Flight

Slow Flight develops the ability to recognize changes in aircraft flight characteristics and control effectiveness at critically slow airspeeds.

Maneuvering During Slow Flight

Introduction to Maneuvering During Slow Flight

  • Slow flight develops the ability to recognize changes in aircraft flight characteristics and control effectiveness at critically slow airspeeds in various configurations
  • While pilots may perform slow flight to loiter over an area during cruise flight, it is most often performed incidental to takeoff and landing
  • With multi-engine aircraft the concept of minimum controllable airspeed comes into play
  • Speed Instability:
    • Flying slower than minimum drag speed (LD/max), more power will be required, due to total drag curve and slight disturbances will decrease airspeed
  • Test your understanding of Maneuvering During Slow Flight by completing the knowledge quiz, applying your knowledge in the interactive scenario, comparing your performance against the applicable Airman Certification Standards, and concluding with the topic summary to reinforce the key concepts before moving on to the next lesson.

  • WARNING:
    All procedures are GENERALIZED.
    Use the Pilot Operating Handbook (POH) procedures for specific aircraft performance and limitations.
    and/or current Standard Operating Procedures (SOPs).
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    Maneuvering During Slow Flight

    Maneuvering During Slow Flight Key Highlights

    • Maneuvering during slow flight teaches pilots to maintain aircraft control while operating at airspeeds near stall conditions.
    • Slow flight typically involves increased angle of attack, reduced control responsiveness, and higher power requirements.
    • Pilots must manage pitch, power, coordination, and trim carefully to maintain altitude and directional control.
    • Operating near critical angle of attack increases the risk of aerodynamic stall during maneuvering flight.
    • Control effectiveness decreases at slower airspeeds, requiring smoother and more deliberate control inputs.
    • Turns, climbs, and descents during slow flight require careful coordination to prevent excessive altitude loss or stall entry.
    • Slow flight training improves pilot awareness of aircraft handling characteristics in high-drag, low-energy flight conditions.
    • Visual references and supporting flight instruments help pilots maintain proper aircraft attitude and situational awareness.
    • Improper coordination during slow flight can result in skidding, slipping, or accelerated stall conditions.
    • Understanding slow flight maneuvering improves aircraft control proficiency, energy management, and overall flight safety.
    Maneuvering During Slow Flight

    Slow Flight Background

    • Instrument Flying Handbook, Vortex Generators
      Instrument Flying Handbook, Vortex Generators
    • Anytime an aircraft is flying near the stalling speed or the region of reversed command, such as in final approach for a normal landing, the initial part of a go around, or maneuvering in slow flight, it is operating in what is called slow-speed flight.
    • If the aircraft weighs 4,000 pounds, the lift produced by the aircraft must be 4,000 pounds.
    • When lift is less than 4,000 pounds, the aircraft is no longer able to sustain level flight, and consequently descends.
    • During intentional descents, this is an important factor and is used in the total control of the aircraft.
    • However, because lift is required during low speed flight and is characterized by high angles of attack, flaps or other high lift devices are needed to either change the camber of the airfoil, or delay the boundary level separation.
    • Plain and split flaps are most commonly used to change the camber of an airfoil.
    • It should be noted that with the application of flaps, the aircraft will stall at a lower angle of attack (AOA).
    • The basic wing stalls at 18° without flaps but with the application of the flaps extended (to CL-MAX position) the new angle of attack at which point the aircraft will stall is 15°.
    • However, the value of lift (flaps extended to the CL-MAX position) produces more lift than lift at 18° on the basic wing.
    • Delaying the boundary layer separation is another way to increase CL-MAX.
    • Several methods are employed (such as suction and use of a blowing boundary layer control), but the most common device used on general aviation light aircraft is the vortex generator.
    • Small strips of metal placed along the wing (usually in front of the control surfaces) create turbulence.
    • The turbulence in turn mixes high energy air from outside the boundary layer with boundary layer air.
    • The effect is similar to other boundary layer devices. []
    • Instrument Flying Handbook, Vortex Generators
      Instrument Flying Handbook, Vortex Generators
    Maneuvering During Slow Flight

    Regions of Command

    • Region of reverse command
    • The drag curve also illustrates the two regions of command:
      • The region of normal command, and;
      • The region of reversed command.

    • Region of Normal Command:

      • The term "region of command" refers to the relationship between speed and the power required to maintain or change that speed.
      • "Command" refers to the input the pilot must give in terms of power or thrust to maintain a new speed once reached.
      • This region exists at speeds higher than the minimum drag point (L/Dmax) on the thrust required curve and is primarily effected by parasite drag.
      • Most flying is conducted in the region of normal command.
      • Flight in the region of normal command is characterized by a relatively strong tendency of the aircraft to maintain the trim speed.

    • Region of Reverse Command:

      • The region of reverse command is a flight regime whereby drag and thrust requirements are inverted.
        • This is sometimes called the "backside of the power curve," or "behind the power curve."
        • The term does not mean that the elevator and throttle literally exchange functions; elevator input continues to establish angle of attack and the associated airspeed, while power changes the energy available to climb, maintain altitude, or reduce the rate of descent.
        • On the front side of the power curve, a pilot may be able to correct altitude temporarily with elevator input, although airspeed changes during the correction; on the back side, attempting the same correction can increase angle of attack, induced drag, and stall risk.
        • Using pitch to maintain the selected airspeed and power to control vertical speed provides a consistent technique during slow flight and when transitioning from cruise or descent toward the traffic pattern.
      • This region exists at speeds slower than the minimum drag point (L/DMAX) on the thrust required curve and is primarily effected by induced drag.
      • When flying within the region of reverse command, more power is needed as airspeed slows.
      • Flight in the region of reversed command is characterized by a relatively weak tendency of the aircraft to maintain the trim speed.
      • If power required is not maintained, drag creep can be insidious leading to a stall.
        • Although a contributor to the higher accident rate in the terminal environment, operation in the region of reversed command does not imply that great control difficulty and dangerous conditions exist.
        • However, it does amplify errors of basic flying technique-making proper flying technique and precise control of the aircraft very important.
      • In cruise flight, pitch can control altitude and power can control airspeed.
      • In slow flight, the reverse is true, due to AOA.
        • In this case, the aircraft pitching up increases AOA and induced drag, resulting in airspeed slowing and altitude dropping (at an extreme its a stall.
        • Pitching down increases airspeed but decreases altitude.

      • Region of Reverse Command Demonstration:

        • While maintaining a constant altitude, gradually reduce power until slowing to that indicated airspeed at which as little power as possible is needed to continue maintaining altitude.
          • This is called the endurance speed and is used when a pilot needs to remain airborne-or loiter-for as long as possible.
          • Endurance speed is approximately the same as an airplane's minimum-sink speed, the airspeed that results in the minimum rate of descent during a glide.
          • It is slower than the best glide speed and is used to remain airborne as long as possible.
        • Trim the airplane and adjust power to maintain the endurance speed.
        • Gently push on the control wheel for a few seconds.
          • Airspeed will increase, and altitude will decrease.
        • Release forward pressure.
          • The nose will rise slightly, and airspeed will decrease toward the original trimmed speed, the result of longitudinal stability.
        • Once the airplane is again stabilized at its endurance speed and at a constant altitude, pull slightly aft on the control wheel, and maintain back-pressure for a few seconds.
          • Airspeed will decay, and altitude will momentarily increase.
          • After a loss of ~10 knots, use the elevator to maintain that slower airspeed without changing power.
          • If done properly there will be no climb.
            • Instead, the airplane will begin to sink even though the nose is being held relatively high.
        • This descent rate is the result of the significant increase in induced drag associated with an increased angle of attack.
        • Recall that the endurance speed is the only airspeed at which minimum power is required.
          • Therefore, that any other speed, even a slower one, will require more power to maintain altitude; the airplane is said to be behind the power curve.
      • Several articles including Pilot Workshop's - Pitch or Power? and Bold Method's - Why Do I Need To Demonstrate Slow Flight On My Check Ride? explain the region of reverse command, and how it differs from standard cruise flight
    Maneuvering During Slow Flight

    Small Airplane Specifics

    • Most small airplanes maintain a speed well in excess of 1.3 times VSO on an instrument approach.
      • An airplane with a stall speed of 50 knots (VSO) has a normal approach speed of 65 knots.
      • However, this same airplane may maintain 90 knots (1.8 VSO) while on the final segment of an instrument approach.
      • The landing gear will most likely be extended at the beginning of the descent to the minimum descent altitude, or upon intercepting the glide slope of the instrument landing system.
      • The pilot may also select an intermediate flap setting for this phase of the approach.
      • The airplane at this speed has good positive speed stability, as represented by point A on Figure 2-10.
      • Flying in this regime permits the pilot to make slight pitch changes without changing power settings, and accept minor speed changes knowing that when the pitch is returned to the initial setting, the speed returns to the original setting.
      • This reduces the pilot's workload.
    • Aircraft are usually slowed to a normal landing speed when on the final approach just prior to landing.
      • When slowed to 65 knots, (1.3 VSO), the airplane will be close to point C.
      • [Figure 2-10] At this point, precise control of the pitch and power becomes more crucial for maintaining the correct speed.
      • Pitch and power coordination is necessary because the speed stability is relatively neutral since the speed tends to remain at the new value and not return to the original setting.
      • In addition to the need for more precise airspeed control, the pilot normally changes the aircraft's configuration by extending landing flaps.
      • This configuration change means the pilot must be alert to unwanted pitch changes at a low altitude.
    • If allowed to slow several knots, the airplane could enter the region of reversed command.
      • At this point, the airplane could develop an unsafe sink rate and continue to lose speed unless the pilot takes a prompt corrective action.
      • Proper pitch and power coordination is critical in this region due to speed instability and the tendency of increased divergence from the desired speed.
    Maneuvering During Slow Flight

    Large-Airplane Considerations

    • Larger airplanes may fly an instrument approach near 1.3 VSO—the stalling speed in the landing configuration—placing them near the minimum-drag region throughout final approach.
      • Precise airspeed control is necessary.
      • Correcting an airspeed deviation may require thrust temporarily above or below the setting needed to maintain the target speed.
    • If airspeed decreases after a small power reduction near the maximum lift-to-drag ratio, a slight power increase may produce only gradual acceleration.
      • The pilot may need to temporarily apply more thrust, regain the target airspeed, and then return to the power setting that maintains it.
    Maneuvering During Slow Flight

    Multiengine Considerations During Slow Flight

    • By definition, the term "flight at minimum controllable airspeed" (MCA) means a speed at which any further increase in angle of attack or load factor, or reduction in power will cause an immediate stall
    • Minimum controllable airspeed (VMC) is the airspeed below which aircraft control cannot be maintained if the critical engine fails
    • MCA is dependent on gross weight, load factors, and existing density altitude
    • Pilots should closely monitor cylinder head and oil temperatures during slow flight.
      • Some high performance multiengine airplanes tend to heat up fairly quickly under some conditions of slow flight, particularly in the landing configuration.
      • Simulated engine failures should not be conducted during slow flight.
      • The airplane will be well below VSSE and very close to VMC.
      • Stability, stall warning, or stall avoidance devices should not be disabled while maneuvering during slow flight.
    Maneuvering During Slow Flight

    Maneuvering During Slow Flight Procedure

    1. Sport Pilot: Select an entry altitude that permits the maneuver to be completed no lower than 1,500 feet AGL.
    2. Private Pilot: Select an entry altitude that permits the maneuver to be completed no lower than 1,500 feet AGL for ASEL or ASES, or 3,000 feet AGL for AMEL or AMES.
    3. Commercial Pilot: Select an entry altitude that permits the maneuver to be completed no lower than 1,500 feet AGL for ASEL or ASES, or 3,000 feet AGL for AMEL or AMES.
    4. Perform clearing turns.
    5. Reduce power. and adjust pitch to maintain altitude
      • Trim as necessary
      • Maintain heading
      • Because the controls will be less effective, more trim will be required to relieve back pressure
    6. If performing for the "dirty" configuration, perform the following:
      • Below VLO, extend the landing gear
      • Below VFE, extend the flaps to full.
    7. Advance the propeller control to full forward (high rpm) as required.
    8. When approximately 5 knots above target speed (MCA), increase power. to maintain altitude
      • Trim as necessary
      • Remember speed instability
    9. Turn, climb, and descend as directed
      • Remember to be smooth with the controls as airfoils are less effective at slower speeds
    10. To recover smoothly and continuously, increase power to full, adjust pitch to maintain airspeed and constantly maintaining heading
      • Trim as necessary
    11. If performing for the "dirty" configuration, perform the following:
      • As airspeed increases, raise the flaps in increments,. to 10°:
        • Too abrupt of flap retraction will result in a dramatic loss of lift and possibly stall
      • As airspeed increases, but below VLO raise the landing gear
      • At or above Vx retract flaps to 0°
    12. As cruise airspeed is attained, set cruise power.
    13. Re-trim as necessary
    14. Sport Pilot and Private Pilot standards: Maintain the specified altitude within ±100 feet, heading within ±10°, airspeed within +10/-0 knots, and specified angle of bank within ±10°.
    15. Commercial Pilot standards: Maintain the specified altitude within ±50 feet, heading within ±10°, airspeed within +5/-0 knots, and specified angle of bank within ±5°.
    16. Complete cruise checklist
    Maneuvering During Slow Flight

    Maneuvering During Slow Flight Common Errors

    • Failure to adequately clear the area.
    • Inadequate back-elevator pressure as power is reduced, resulting in altitude loss
    • Excessive back-elevator pressure as power is reduced, resulting in a climb, followed by a rapid reduction in airspeed and "mushing"
    • Inadequate compensation for adverse yaw during turns
    • Fixation on the airspeed indicator
    • Failure to anticipate changes in lift as flaps are extended or retracted
    • Inadequate power management
    • Inability to adequately divide attention between airplane control and orientation
    Maneuvering During Slow Flight

    Maneuvering During Slow Flight Lessons & Case Studies

    • National Transportation Safety Board Identification: CEN26LA209:
      • The NTSB determines the probable cause(s) of this accident to be: The student pilot's failure to maintain adequate airspeed, which led to the airplane exceeding its critical angle of attack and experiencing an aerodynamic stall. Contributing to the accident was the pilot’s decision to practice slow flight maneuvers at an altitude that precluded a recovery from the inadvertent stall after the turbulence encounter.
    • National Transportation Safety Board Identification: ERA24FA206:
      • The NTSB determines the probable cause(s) of this accident to be: The pilot’s excessive turn rate and bank angle while at low airspeed and altitude, resulting in an accelerated aerodynamic stall, loss of airplane control, and collision with terrain.
    • National Transportation Safety Board Identification: ERA24FA055:
      • The NTSB determines the probable cause(s) of this accident to be: The flight instructor’s failure to maintain control of the airplane during slow flight, which resulted in an aerodynamic stall and spin from which he was unable to recover.
    • National Transportation Safety Board Identification: ERA21FA258:
      • The NTSB determines the probable cause(s) of this accident to be: The flight instructor’s decision to conduct slow flight training at an altitude below the flight school’s minimum recovery altitude and his delayed remedial action when an aerodynamic stall occurred.
    • National Transportation Safety Board Identification: ERA17FA156:
      • The NTSB determines the probable cause(s) of this accident to be: The flying pilot's excessive maneuvering of the airplane at a slow airspeed, which resulted in exceedance of the critical angle of attack and an aerodynamic stall. Contributing to the accident was the pilots' operation of the airplane over its maximum allowable gross weight.
    • National Transportation Safety Board Identification: ERA17FA119:
      • The NTSB determines the probable cause(s) of this accident to be: The pilots' decision to perform flight training maneuvers at low airspeed at an altitude that was insufficient for stall recovery. Contributing to the accident was the flight instructor's inappropriate use of non-standard stall recovery techniques.
    • National Transportation Safety Board Identification: ERA16LA286:
      • The NTSB determines the probable cause(s) of this accident to be: The pilot’s improper recovery from a slow flight configuration at low altitude, which resulted in an exceedance of the airplane’s critical angle of attack and an aerodynamic stall. Contributing to the accident was the pilot’s decision to operate at low altitude.
    • National Transportation Safety Board Identification: CEN16LA230:
      • The NTSB determines the probable cause(s) of this accident to be: The pilot's diverted attention during the approach for the precautionary landing, which resulted in low airspeed, an exceedance of the airplane’s critical angle of attack, and a subsequent aerodynamic stall. Contributing to the accident was the control system vibration and the airplane’s lack of a stall warning system.
    • National Transportation Safety Board Identification: GAA16CA229:
      • The NTSB determines the probable cause(s) of this accident to be: The pilot's failure to maintain directional control during the takeoff roll, and his excessive pitch attitude at low airspeed during initial climb, resulting in an aerodynamic stall and consequent ground impact.
    • National Transportation Safety Board Identification: ERA14FA182:
      • The NTSB determines the probable cause(s) of this accident to be: The pilot's failure to maintain airplane control while maneuvering at a low airspeed, which resulted in an aerodynamic stall, and his decision to maneuver at an altitude that did not allow an adequate margin to recover from a stall.
    Maneuvering During Slow Flight

    Maneuvering During Slow Flight Interactive Scenario

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    Maneuvering During Slow Flight

    Maneuvering During Slow Flight Conclusion

    • Remain mindful that performance calculations are usually more optimistic than actual performance.
    • While there are several reasons to practice slow flight, the beginner pilot will find the most translation into flight within the traffic pattern
    • Some flight maneuvers do require flight at minimum controllable airspeed such as the Chandelle and Lazy Eights
    • Conventional training and evaluation used to require a stall warning buzzer to activate and be held
      • This is no longer the case, nor is it desirable, as this requires (encourages) intentional disregard of the warning
      • Airman Certification Standards therefore carefully word the task to "establish and maintain an airspeed at which any further increase in angle of attack, increase in load factor, or reduction in power, would result in a stall warning (e.g., aircraft buffet, stall horn, etc.)"
    • Coordination is key, as uncoordinated flight close to stall speed can induce a spin
    • Consider actual versus realized performance when doing any performance calculations
    • Consider practicing maneuvers on a flight simulator to introduce yourself to maneuvers or knock off rust
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    Maneuvering During Slow Flight

    Maneuvering During Slow Flight References