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pitch change is made to correct for a deviation, that
pitch attitude must be maintained until the change
is validated. Utilize trim to assist in maintaining the
new pitch attitude. If the pitch is allowed to change,
it is impossible to validate whether the initial pitch
change was sufficient to correct the deviation. The
continuous changing of the pitch attitude delays the
recovery process.
4. Failure to utilize effective trim techniques. If control
pressures have to be held by the pilot, validation of
the initial correction will be impossible if the pitch
is allowed to vary. Pilots have the tendency to either
apply or relax additional control pressures when
manually holding pitch attitudes. Trim allows the
pilot to fly without holding pressure on the control
yoke.
5. Failure to learn and utilize proper power settings. Any
time a pilot is not familiar with an aircraft’s specific
pitch and power settings, or does not utilize them, a
change in flight paths will take longer. Learn pitch
and power settings in order to expedite changing the
flight path.
6. Failure to cross-check both airspeed and vertical speed
prior to making adjustments to pitch and or power. It is
possible that a change in one may correct a deviation
in the other.
5-51
7. Uncoordinated use of pitch and power during level
offs. During level offs, both pitch and power settings
need to be made in unison in order to achieve the
desired results. If pitch is increased before adding
power, additional drag will be generated thereby
reducing airspeed below the desired value.
8. Failure to utilize supporting pitch instruments which
will lead to chasing the VSI. Always utilize the attitude
indicator as the control instrument on which to change
the pitch.
9. Failure to determine a proper lead time for level off
from a climb or descent. Waiting too long can lead to
overshooting the altitude.
10. Ballooning—Failure to maintain forward control
pressure during level off as power is increased.
Additional lift is generated causing the nose of the
aircraft to pitch up.
Turns
Standard Rate Turns
The previous sections have addressed flying straight-andlevel
as well as climbs and descents. However, attitude
instrument flying is not accomplished solely by flying in
a straight line. At some point, the aircraft will need to be
turned to maneuver along victor airways, global positioning
system (GPS) courses, and instrument approaches. The
key to instrument flying is smooth, controlled changes to
pitch and bank. Instrument flying should be a slow but
deliberate process that takes the pilot from departure airport
to destination airport without any radical flight maneuvers.
A turn to specific heading should be made at standard rate.
Standard rate is defined as a turning rate of 3° per second
which will yield a complete 360° turn in 2 minutes. A
turning rate of 3° per second will allow for a timely heading
change, as well as allowing the pilot sufficient time to crosscheck
the flight instruments and avoid drastic changes to
the aerodynamic forces being exerted on the aircraft. At no
time should the aircraft be maneuvered faster than the pilot
is comfortable cross-checking the flight instruments. Most
autopilots are programmed to turn at standard rate.
Establishing A Standard Rate Turn
In order to initiate a standard rate turn, approximate the
bank angle and then establish that bank angle on the attitude
indicator. A rule of thumb to determine the approximate angle
of bank is to use 15 percent of the true airspeed. A simple
way to determine this amount is to divide the airspeed by
10 and add one-half the result. For example, at 100 knots,
approximately 15° of bank is required (100/10 = 10 + 5 =
15); at 120 knots, approximately 18° of bank is needed for a
standard-rate turn. Cross-check the turn rate indicator, located
on the HSI, to determine if that bank angle is sufficient to
deliver a standard rate turn. Slight modifications may need
to be made to the bank angle in order to achieve the desired
performance. The primary bank instrument in this case is the
turn rate indicator since the goal is to achieve a standard rate
turn. The turn rate indicator is the only instrument that can
specifically indicate a standard rate turn. The attitude indicator
is used only to establish a bank angle (control instrument) but
can be utilized as a supporting instrument by cross-checking
the bank angle to determine if the bank is greater or less than
what was calculated.
As the aircraft rolls into the bank, the vertical component of
　
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