Instrument Flight
Constant Airspeed Climbs and Descents
Altitude: Maneuver complete when positive rate of climb confirmed on VSI and altitude trend
indicator
Dirty
To set up for a dirty stall, configure the aircraft for level flight with gear and flaps/slats down, speed brakes
out, trimmed up, on-speed; then perform the landing checklist and review the stall and aerobatic checklist.
Set the throttle to idle rpm, as the aircraft decelerates, maintain altitude and hold the wings level. As with
the other stall entry, you will have to increase back stick pressure as your airspeed bleeds off to maintain
altitude (do not trim into the stall). Continue to maintain altitude through rudder shaker into the onset of
buffet, and until a wing drop-off is achieved at stall. To recover, simultaneously advance the throttle to
MRT, retract the speed brakes, lower the nose to attain 23-24 units AOA and level wings. Hold AOA at
23-24 units until you see a positive rate of climb on the VSI and altitude trend indicator.
Entry:
Altitude: 10,000 ft AGL minimum
Configuration: Dirty, speed brakes extended, trimmed for level flight
AOA: Optimum
Landing checklist: Complete
Stall and aerobatic checklist: Review
Throttle: Idle rpm
Nose attitude: Adjust to maintain altitude
Wing attitude: Wings level
Recovery:
Throttle: MRT
Speed brakes: Retract
Nose attitude: Lower until 23-24 units AOA achieved, level wings
AOA: Maintain at 23-24 units
Altitude: Maneuver complete when positive rate of climb confirmed on VSI and altitude trend
indicator
UNUSUAL ATTITUDES
An unusual attitude is any aircraft attitude you encounter inadvertently. It may result from inattention to
scan, instrument failure, vertigo, turbulence, or a combination of factors. Although the severity of the
unusual attitudes you’ll encounter during instrument flight will probably not be as extreme as those that
occur during tactical maneuvering, the recovery techniques are basically the same.
There are several general rules that apply to all unusual attitude recoveries. First, neutralize the flight
controls (center the stick and rudder peddles). Second, analyze and evaluate the situation before
initiating a recovery. Third, if your aircraft is in a dive, reduce power and, if required, extend the speed
brakes to aid in airspeed control, then roll the aircraft in the shortest direction to wings level. Fourth, when
nose-high, hold your wing position while adding MRT and retracting the speed brakes until the nose is
below the horizon and airspeed reaches 150 KIAS.
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