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visual reference to the ground.
In an ideal situation the transition to visual flight is
made with ample time, at a sufficient altitude above
terrain, and to visibility conditions sufficient to
accommodate acclimatization and geographical
orientation. This, however, is not always the case. The
untrained instrument pilot may find the visibility still
limited, the terrain completely unfamiliar, and altitude
above terrain such that a “normal” airport traffic
pattern and landing approach is not possible.
Additionally, the pilot will most likely be under
considerable self-induced psychological pressure to
Figure 16-14. Level descent.
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get the airplane on the ground. The pilot must take this
into account and, if possible, allow time to become
acclimatized and geographically oriented before
attempting an approach and landing, even if it means
flying straight and level for a time or circling the
airport. This is especially true at night.
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100-HOUR INSPECTION—
An inspection, identical in scope to an
annual inspection. Must be conducted
every 100 hours of flight on aircraft of
under 12,500 pounds that are used
for hire.
ABSOLUTE ALTITUDE—
The vertical distance of an airplane
above the terrain, or above ground
level (AGL).
ABSOLUTE CEILING—
The altitude at which a climb is no
longer possible.
ACCELERATE-GO DISTANCE—
The distance required to accelerate to
V1 with all engines at takeoff power,
experience an engine failure at V1 and
continue the takeoff on the remaining
engine(s). The runway required
includes the distance required to
climb to 35 feet by which time V2
speed must be attained.
ACCELERATE-STOP
DISTANCE—The distance required
to accelerate to V1 with all engines at
takeoff power, experience an engine
failure at V1, and abort the takeoff and
bring the airplane to a stop using braking
action only (use of thrust reversing
is not considered).
ACCELERATION—Force involved
in overcoming inertia, and which may
be defined as a change in velocity per
unit of time.
ACCESSORIES—Components that
are used with an engine, but are not a
part of the engine itself. Units such as
magnetos, carburetors, generators,
and fuel pumps are commonly
installed engine accessories.
ADJUSTABLE STABILIZER—
A stabilizer that can be adjusted in
flight to trim the airplane, thereby
even a trim tab, which provides
aerodynamic force when it interacts
with a moving stream of air.
AIRMANSHIP SKILLS—The skills
of coordination, timing, control touch,
and speed sense in addition to the
motor skills required to fly an aircraft.
AIRMANSHIP—
A sound acquaintance with the
principles of flight, the ability to
operate an airplane with competence
and precision both on the ground and
in the air, and the exercise of sound
judgment that results in optimal
operational safety and efficiency.
AIRPLANE FLIGHT MANUAL
(AFM)—A document developed by
the airplane manufacturer and
approved by the Federal Aviation
Administration (FAA). It is specific to
a particular make and model airplane
by serial number and it contains
operating procedures and limitations.
AIRPLANE OWNER/
INFORMATION MANUAL—A
document developed by the airplane
manufacturer containing general
information about the make and
model of an airplane. The airplane
owner’s manual is not FAA-approved
and is not specific to a particular serial
numbered airplane. This manual is not
kept current, and therefore cannot be
substituted for the AFM/POH.
AIRPORT/FACILITY
DIRECTORY—
A publication designed primarily as a
pilot’s operational manual containing
all airports, seaplane bases, and
heliports open to the public including
communications data, navigational
facilities, and certain special notices
and procedures. This publication is
issued in seven volumes according to
geographical area.
allowing the airplane to fly hands-off
at any given airspeed.
ADVERSE YAW—A condition of
flight in which the nose of an airplane
tends to yaw toward the outside of the
turn. This is caused by the higher
induced drag on the outside wing,
which is also producing more lift.
Induced drag is a by-product of the lift
　
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