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keeping altitude (±100'), but this is
very much a secondary check
compared to the nose position. Do
not use back pressure alone to stop
the nose pitching down, as this will
just tighten the turn – use the
ailerons and rudder as well, to reduce
the bank angle a bit.
When rolling out, anticipate your
desired heading by about 20°. The
ideal way is to use the ailerons, relax
the back pressure and reduce power
at the same time, but in the early
stages, power can be left till last. Be
prepared to adjust the aircraft for up
to 30 seconds afterwards, so it can
settle down.
Spiral Dives
These can be entered into from
turns, or spins. The turns can be
inadvertent, as when trying to fly on
instruments without any experience,
or flying low and slow without
proper training.
If the nose drops in a steep turn, so
you are descending in a turn with
high power, you will be very near the
start of a spiral dive.
Although you shouldn't have your
head too much in the office, it's
actually your instruments that will
give you the best clue as to what is
happening. Your speed will be
increasing, and altitude falling, both
at increasing rates. Engine and
propeller noise will increase as well.
In this situation, pulling back on the
control column is the wrong thing to
do, since it will just pull you tighter
into the turn. Instead, quickly and
firmly (no harsh movements!) pull
the power back. Then use aileron
and rudder to straighten up. Since
you immediately get more lift, the
nose will go up, so be prepared to
relax the elevator back pressure as
well (gently and carefully).
Climbing
When climbing, putting the nose up
causes the speed to decrease, so you
get less lift, despite the higher angle
of attack. Therefore you need more
power to keep going up. However,
full power wastes fuel and overheats
the engine – save it for emergencies,
and taking off.
There are various types of climb,
including best rate, best angle, normal
and enroute. The first gives you the
most height in a given time, and the
second gives you the most height in
a given distance, useful for clearing
obstacles. Both, however, will make
the engine run hot if used for too
long, so a normal climb should be
resumed as soon as possible, not
only for better cooling, but because
it also gives you better forward
visibility to help with your lookout.
An enroute climb uses a little extra
power to climb at just under normal
cruise speed, so you don't reduce
your groundspeed too much.
The procedure to enter a climb is to
change Attitude, Power and Trim, in
that order (it's the same to level off).
In general, keep the panel or cowling
slightly above the horizon, and level
Principles of Flight 17
before the selected altitude, at 10%
of the climb rate, so going up at 500
fpm means you must start to level 50
feet beforehand.
Air density (affected by height,
temperature and moisture) will have
an effect on your climb performance
and instrument indications – this is
discussed later on.
Descent
There are two types of descent,
power on and power off. In the
latter situation, the recommended glide
speed in the Flight Manual will give
you the maximum range. A power
on descent is used for more precise
control, as when aiming for a
runway. To initiate descent, the
procedure is to use Power, Attitude
and Trim. When you reduce power,
the nose pitches down, but you
should not let the speed increase.
There will be some yaw to the right,
caused by the diminishing
slipstream. To keep straight, note the
attitude and any items in the
windscreen with constant bearing
(your landing spot).
During the descent, open the
throttle occasionally, both to keep
the engine warm and to clear any ice
forming in the carburettor. Lowering
the flaps or landing gear will steepen
the angle of descent.
You use power to level, as just
pulling the nose up will eventually
lead to further descent (watch for
left yaw – the nose will pitch up, due
to the trim position). As with the
climb, anticipate the level by 10% of
the rate of descent.
Approach & Landing
A good landing depends on a well
set-up approach, during which a lot
happens, so you must be constantly
aware of what's going on. The
landing spot should be kept in the
same relative position on the
　
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