Task VII.A
Maneuvering During Slow Flight
To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with maneuvering during slow flight in cruise configuration.
Note: See Appendix 2: Safety of Flight and Appendix 3: Aircraft, Equipment, and Operational Requirements & Limitations for information related to this Task.
References: FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-25; POH/AFM
Quick Review
Establish and maintain an airspeed just above stall-warning activation with no stall horn sounding; +10/−0 kt, ±100 ft, ±10° heading/bank. If the warning activates, recover promptly — that isn't disqualifying; ignoring it is.
Tolerances per FAA-S-ACS-6C (ASEL).
Technique Notes
The power curve and the region of reversed command
Slow flight lives on the back side of the power curve. Plot power required against airspeed and total drag makes a U shape: the bottom of the U is L/D max — also best glide speed. To the right of L/D max, parasite drag dominates, and flying faster takes more power, which is the "normal" world. To the left of L/D max, induced drag takes over and the relationship reverses: the slower I fly, the more power it takes to hold altitude. That's the region of reversed command, and slow flight sits on that back side, just above the stall.
Practical takeaways:
- At high angle of attack, huge induced drag means a sink rate can develop fast, and arresting it takes power — pulling back alone just slows me further up the back side and makes it worse.
- This is exactly the trap on a dragged-in final approach: low, slow, and behind the power curve.
- L/D max is the dividing line and the most efficient point on the curve — which is why it's the best glide speed.
Configuration flow
- Clearing turns; pick a heading reference and an altitude.
- Reduce power (carb heat as required) and hold altitude with increasing back pressure as the speed bleeds off.
- Extend flaps in increments once inside the white arc.
- Approaching the target speed — just above stall-warning activation — bring power back in to stop the descent, and trim off the control pressure.
- Expect everything to feel mushy: large control inputs for small responses, and plenty of right rudder with power in at high AoA.
- Maneuver as directed: level flight, turns, climbs, and descents, using power for altitude and pitch for airspeed.
- Recover: full power, relax the AoA slightly, retract flaps in increments as speed builds, and hold altitude throughout.
Official ACS elementsreference
Knowledge1 element
The applicant demonstrates understanding of:
PA.VII.A.K1Aerodynamics associated with slow flight in various airplane configurations, including the relationship between angle of attack, airspeed, load factor, power setting, airplane weight and center of gravity, airplane attitude, and yaw effects.
Risk Management6 elements
The applicant is able to identify, assess, and mitigate risk associated with:
PA.VII.A.R1Inadvertent slow flight and flight with a stall warning, which could lead to loss of control.PA.VII.A.R2Range and limitations of stall warning indicators (e.g., aircraft buffet, stall horn, etc.).PA.VII.A.R3Uncoordinated flight.PA.VII.A.R4Effect of environmental elements on airplane performance (e.g., turbulence, microbursts, and high- density altitude).PA.VII.A.R5Collision hazards.PA.VII.A.R6Distractions, task prioritization, loss of situational awareness, or disorientation.
Skills5 elements
The applicant exhibits the skill to:
PA.VII.A.S1Clear the area.PA.VII.A.S2Select an entry altitude that allows the Task to be completed no lower than 1,500 feet above ground level (AGL) (ASEL, ASES) or 3,000 feet AGL (AMEL, AMES).PA.VII.A.S3Establish 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.).PA.VII.A.S4Accomplish coordinated straight-and-level flight, turns, climbs, and descents with the aircraft configured as specified by the evaluator without a stall warning (e.g., aircraft buffet, stall horn, etc.).PA.VII.A.S5Maintain the specified altitude, ±100 feet; specified heading, ±10°; airspeed, +10/-0 knots; and specified angle of bank, ±10°.