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or emergency field as the engine performance
is being monitored.
(2) Limit the cruise speed to no more than
1.5 the predicted stall speed of the aircraft. This will
reduce the chances of flutter. If the engine appears
to be operating smoothly, try testing the flight controls.
(3) With the airspeed being monitored,
each control input should be gentle and small. Start
with the rudder first. Yaw the nose of the aircraft
5 degrees left and right. Note the response. Raise
the aircraft’s nose 3 degrees up, note the response.
After the aircraft is stabilized, level off and try three
degrees nose down, trim, and note the response. Try
a gentle bank of no more than 5 degrees to the left,
then one to the right. If the aircraft is stable and
is operating smoothly, try a few 90 degree clearing
turns, followed by two 360 degree turns: one to the
left and one to the right at a bank angle of 10 degrees.
(4) If the aircraft is responding to the prescribed
specifications, increase the bank angle in
succeeding turns to 20 degrees. If no problems are
encountered, climb to 5,000 feet AGL (using the
climb checklist and monitoring engine gauges), level
off, fly an imaginary landing pattern, and test the
flaps. Do not forget to announce every 5 to 10 minutes
the aircraft’s location, altitude, and intentions.
Practice approach to landing by descending to 4,000
feet AGL first, then to 3,000 feet. Remember, use
the descent checklist.
(5) During these maneuvers, control pressures
should increase in proportion to control deflection.
If control pressure remains the same as control
deflection increases or if stick forces become lighter
as control deflection increases, the aircraft may have
a stability problem. Avoid large control movements
and land as soon as possible.
(6) Remember to keep informing the
tower/UNICOM/chase plane of what is happening.
For 10 minutes of anticipated flight time, plan a brief
rest period for the pilot. Fly straight and level, monitor
the gauges, and enjoy the experience.
38
AC 90-89A 5/24/95
(7) At low cruise power setting, straight
and level, observe how the aircraft trims out. Do
the ‘‘fixed’’ trim tabs on the rudder and aileron need
adjustment? Are the adjustable aileron and elevator
trim control effective? Is the control stick/yoke
slightly forward of the mid-position in straight and
level flight?
(8) Climb slowly back up to 5,000 feet.
Two questions must be answered before landing:
(i) Is the aircraft controllable at low
speeds?
(ii) What is the approximate stall
speed?
(9) These questions can be answered with
an approach to a stall maneuver. Do NOT perform
a FULL STALL check at this time!
(10) The necessity for an approach to a stall
check is because it will help establish a preliminary
stall speed (Vsi) in mph/knots so the approach speed
for landing can be calculated. Also, the pilot will
have knowledge of the aircraft’s handling characteristics
at low speed.
b. Suggested Procedure.
(1) Level off at altitude; make two clearing
turns; stabilize airspeed, heading, and altitude; apply
carb heat; set the flaps in the landing configuration
and reduce power slowly to 900 rpm. TRIM. If, as
is not uncommon on first flights, the aircraft cannot
be trimmed properly, the pilot can still proceed with
the check as long as the stick forces are not unusually
heavy.
(2) With the aircraft airspeed approximately
1.4 mph/knots times (X) the predicted stall
speed, raise the nose slowly. It is desirable for the
aircraft to start decelerating slowly, about 1⁄2 mph/
knot a second. A 30 mph/knot deceleration at 1⁄2
mph/knot per second will take only a minute.
(3) As the aircraft slows down, note all the
things that happen as the speed bleeds off. Observe
the changing nose attitude and how the stick force
changes. Keep the turn coordinator or turn and bank
‘‘ball’’ in the middle.
(4) Note how much rudder it takes to keep
the ball centered. Every few seconds make very
small control inputs to check that the aircraft is
operating in the prescribed manner. If the aircraft
does not respond to small control inputs -- and it
should not be expected to respond as quickly as it
did at higher speeds -- make the inputs a little bit
larger. Increase the amount of input progressively.
Do not simultaneously put in all three control inputs.
Give particular attention to the response to nosedown
elevator inputs, which is necessary for recovery.
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