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power settings and pitch attitudes.
2. Abrupt use of throttle.
3. Failure to lead the airspeed when making power
changes, climbs or descents.
Example: When leveling off from a descent, increase
the power in order to avoid the airspeed from bleeding
off due to the decrease in momentum of the aircraft.
If the pilot waits to bring in the power until after the
aircraft is established in the level pitch attitude, the
aircraft will have already decreased below the speed
desired which will require additional adjustment in
the power setting.
4. Fixation on airspeed tape or manifold pressure
indications during airspeed changes, resulting in
erratic control of airspeed, power, as well as pitch and
bank attitudes.
Trim
Trim errors usually result from the following faults:
1. Improper adjustment of seat or rudder pedals for
comfortable position of legs and feet. Tension in the
ankles makes it difficult to relax rudder pressures.
2. Confusion about the operation of trim devices, which
differ among various airplane types. Some trim wheels
are aligned appropriately with the airplane’s axes;
others are not. Some rotate in a direction contrary to
expectations.
3. Failure to understand the principles of trim and that
the aircraft is being trimmed for airspeed, not a pitch
attitude.
4. Faulty sequence in trim techniques. Trim should be
utilized to relieve control pressures, not to change
pitch attitudes. The proper trim technique has the pilot
holding the control wheel first and then trimming to
relieve any control pressures. Continuous trim changes
will be required as the power setting is changed.
Utilize the trim continuously, but in small amounts.
5-46
Figure 5-63. Constant Airspeed Climb From Cruise Airspeed.
Straight Climbs and Descents
Each aircraft will have a specific pitch attitude and airspeed
that corresponds to the most efficient climb rate for a specified
weight. The POH/AFM contains the speeds that will produce
the desired climb. These numbers are based on maximum
gross weight. Pilots must be familiar with how the speeds will
vary with weight so they can compensate during flight.
Entry
Constant Airspeed Climb From Cruise Airspeed
To enter a constant airspeed climb from cruise airspeed,
slowly and smoothly apply aft elevator pressure in order
to raise the yellow chevron (aircraft symbol) until the tip
points to the desired degree of pitch. [Figure 5-63] Hold
the aft control pressure and smoothly increase the power
to the climb power setting. This increase in power may be
initiated either prior to initiating the pitch change or after
having established the desired pitch setting. Consult the
POH/AFM for specific climb power settings if anything other
than a full power climb is desired. Pitch attitudes will vary
depending on the type of aircraft being flown. As airspeed
decreases, control forces will need to be increased in order
to compensate for the additional elevator deflection required
to maintain attitude. Utilize trim to eliminate any control
pressures. By effectively using trim, the pilot will be better
able to maintain the desired pitch without constant attention.
The pilot is thus able to devote more time to maintaining an
effective scan of all instrumentation.
The VSI should be utilized to monitor the performance of the
aircraft. With a smooth pitch transition, the VSI tape should
begin to show an immediate trend upward and stabilize on a
5-47
Figure 5-64. Constant-Airspeed Climb From Established Airspeed.
rate of climb equivalent to the pitch and power setting being
utilized. Depending on current weight and atmospheric
conditions, this rate will be different. This will require the
pilot to be knowledgeable of how weight and atmospheric
conditions affect aircraft performance.
Once the aircraft is stabilized at a constant airspeed and pitch
attitude, the primary flight instrument for pitch will be the ASI
and the primary bank instrument will be the heading indicator.
The primary power instrument will be the tachometer or the
manifold pressure gauge depending on the aircraft type. If the
pitch attitude is correct, the airspeed should slowly decrease
to the desired speed. If there is any variation in airspeed,
make small pitch changes until the aircraft is stabilized at
the desired speed. Any change in airspeed will require a trim
adjustment.
Constant Airspeed Climb from Established Airspeed
In order to enter a constant airspeed climb, first complete the
airspeed reduction from cruise airspeed to climb airspeed.
Maintain straight-and-level flight as the airspeed is reduced.
　
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