1.6 Slow Flight

Lesson 1.6 – Slow Flight Date: 13-10-2025 & 20-10-2025

Introduction

One of the harder lessons so far: slow flight.
The purpose of this lesson is to fly as slowly as possible while remaining safely airborne in the Cessna 172.

The first time we flew this lesson, it did not go as planned. I lost too much altitude and controlling the aircraft was difficult, especially because the exercise had to be maintained for an extended period of time. For this reason, I had to retake the lesson.

Slow flight described

Before starting slow flight, we first scan for traffic, then begin the exercise.

1. Reduce throttle to approximately 1500 RPM
2. As thrust decreases, more lift is required → pitch the nose up
3. Trim the aircraft while reducing speed
4. To compensate for lift loss, increase throttle to around 1900 RPM
5. Maintain direction using gentle rudder input and focus on a reference point

Without flaps, we can safely fly at approximately:

• 55 knots (101 km/h)

With flaps extended, we can safely fly at approximately:

• 43 knots (80 km/h)

I found it very difficult to hold the aircraft in the correct attitude:

• Altitude decreased too much or
• Airspeed increased too quickly

Maintaining heading is especially challenging, because at around 10° nose‑up attitude, outside visual references are limited. In this configuration, heading control relies almost entirely on inside instruments.

After about three attempts, I managed to perform the exercise correctly, but it was clear that repetition was needed.

During the second lesson (one week later), performance improved significantly:

• The aircraft was lighter
• Stall speed was slightly lower
• Control felt more predictable

The slowest speed achieved during slow flight was 49 knots (90 km/h), which is very close to the onset of a stall.

Tip

For unit conversions during flight preparation, I use my own tool:
https://flighttools.justinverstijnen.nl/unitcalculator

Fast flight

Fast flight was considerably easier and much more enjoyable.

During this exercise:

• We descended using **full throttle (2700 RPM)
• Airspeed quickly increased to **140 knots (260 km/h)

This is approximately the take‑off speed of large commercial aircraft such as:

• Boeing 737
• Boeing 777
• Airbus A320

After reaching maximum speed, power was reduced. You could clearly feel the aircraft slowing down.

At higher airspeeds:

• Less rudder input is required
• Less aileron input is required
• Control response feels more stable due to increased airflow over the control surfaces

Taxi checks

After the flight, I was instructed to learn the taxi checks by memory.
These checks must be performed without using a checklist.

Taxi checks:

1. Brakes effective on both sides
2. Compass indications increasing/decreasing correctly
3. Steering checks:
   • Steer right → ball moves left
   • Steer left → ball moves right
4. Turn coordinator movement left and right
5. Artificial horizon stable and level

During the Before Take‑off checklist and magneto check, call‑outs are mandatory:

• Confirm values are within limits
• Ensure the nose wheel is straight before braking

Reflection

This lesson made it clear that an overall change in learning and preparation is needed.

Going forward, I will:

• First study the SOPs
• Practice exercises in the flight simulator
• Only then perform them in the real aircraft

This should improve safety, confidence, and consistency during future lessons.

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