The flight envelope skill is about understanding the characteristics of normal and abnormal flight. Among others, the flight envelope has two important parameters related to flight training. The first is the condition leading to the stalling of the wing, and the second is g-loads that we can develop. Understanding of the flight envelope is almost equal parts practice and intellect. We start out by introducing the concepts of the normal flying attitude, which is primarily related to the pitch attitude of the aircraft as seen by lining up parts of the nose and canopy with the horizon. Next we check the consequence of this attitude by checking the airspeed indicator, and possibly the variometer, or rate of climb indicator. This is an appropriate tactic and generally works for level flight. We can relate attitude and other indicators to both the stall and certain higher speeds, such as the manoeuvring speed, maximum towing speed et cetera. With the higher speeds however, we must rely more on the airspeed indicator and other cues particularly with gliders that have relatively flat flying angles. As well, anytime we are in climbing or diving manoeuvres, the instruments such as the airspeed, and the g-meter become the only accurate indicators of the flight envelope, as other senses and the visual cues are not as useful or as accurate. Unless we are instructing acrobatic flight during pre-solo training, the two skills we concentrate on are the visual aspects of normal versus stalled flight, and the change to relying on the instruments in a dive.
Students should acquire the knowledge of slow flight attitudes and the stalling speed, the normal gliding attitude, manoeuvring speed, flight at .75 Vne , the 2 g - 60 degree turn, and any other control limitations such as flap extension speed (Vfe) etc.