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find the cause of overcontrolling. If any deviation is
tolerated, errors will increase.
6. Chasing the vertical speed indications. This tendency
can be corrected by proper cross-check of other
pitch instruments, as well as by increasing overall
understanding of instrument characteristics.
7. Using excessive pitch corrections for the altimeter
evaluation. Rushing a pitch correction by making a
large pitch change usually aggravates the existing
error, saving neither time nor effort.
5-13
8. Failure to maintain established pitch corrections, a
common error associated with cross-check and trim
errors. For example, having established a pitch change
to correct an altitude error, there is a tendency to
slow down the cross-check, waiting for the airplane
to stabilize in the new pitch attitude. To maintain
the attitude, continue to cross-check and trim off the
pressures.
9. Fixations during cross-check. After initiating a
heading correction, for example, there is a tendency
to become preoccupied with bank control and miss
errors in pitch attitude. Likewise, during an airspeed
change, unnecessary gazing at the power instrument
is common. A small error in power setting is of less
consequence than large altitude and heading errors.
The airplane will not decelerate any faster by staring
at the manifold pressure gauge.
Heading
Heading errors usually result from the following faults:
1. Failure to cross-check the heading indicator, especially
during changes in power or pitch attitude.
2. Misinterpretation of changes in heading, with resulting
corrections in the wrong direction.
3. Failure to note and remember a preselected heading.
4. Failure to observe the rate of heading change and its
relation to bank attitude.
5. Overcontrolling in response to heading changes,
especially during changes in power settings.
6. Anticipating heading changes with premature
application of rudder control.
7. Failure to correct small heading deviations. Unless
zero error in heading is the goal, a pilot will tolerate
larger and larger deviations. Correction of a 1° error
takes a lot less time and concentration than correction
of a 20° error.
8. Correcting with improper bank attitude. If correcting
a 10° heading error with 20° of bank, the airplane
will roll past the desired heading before the bank
is established, requiring another correction in the
opposite direction. Do not multiply existing errors
with errors in corrective technique.
9. Failure to note the cause of a previous heading error
and thus repeating the same error. For example, the
airplane is out of trim, with a left wing low tendency.
Repeated corrections for a slight left turn are made,
yet trim is ignored.
10. Failure to set the heading indicator properly or failure
to uncage it.
Power
Power errors usually result from the following faults:
1. Failure to know the power settings and pitch attitudes
appropriate to various airspeeds and airplane
configurations.
2. Abrupt use of throttle.
3. Failure to lead the airspeed when making power
changes. For example, during airspeed reduction in
level flight, especially with gear and flaps extended,
adjust the throttle to maintain the slower speed before
the airspeed actually reaches the desired speed.
Otherwise, the airplane will decelerate to a speed
lower than that desired, resulting in additional power
adjustments. The amount of lead depends upon how
fast the airplane responds to power changes.
4. Fixation on airspeed or manifold pressure instruments
during airspeed changes, resulting in erratic control
of both airspeed and power.
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
what is expected.
3. Faulty sequence in trim technique. Trim should be
used not as a substitute for control with the wheel
(stick) and rudders, but to relieve pressures already
held to stabilize attitude. As proficiency is gained,
little conscious effort will be required to trim off the
pressures as they occur.
4. Excessive trim control. This induces control pressures
that must be held until the airplane is trimmed
properly. Use trim frequently and in small amounts.
　
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