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right turn will be less severe, due to
torque and slipstream effects.
You can use greater angles of bank
when descending (up to 30°)
because the load factor is less than it
would be in the climb. However
nose will drop more as you roll in,
and the nose attitude will be
different as it will be lower at the
start. Avoid a steep turn and a dive,
or you will end up in a spiral dive.
Lessons involving steep turns are
more about how to recover from
them than to perform them, since
they can easily turn into spiral dives,
although they should be done as well
as possible, since they are good for
co-ordination practice. Steep turns
are officially over 30° of bank, but
they are much harder to do between
45-60°. A "normal" one, as an
exercise, is 360°, rolling out on a
specific heading (or landmark),
maintaining altitude. However, there
are many other reasons for steep
turns, such as avoiding traffic (where
you don't go all the way round) or
getting out of a valley with bad
weather in it, where you just want to
go back the way you came as quickly
as possible. A combination can also
be used to slip through the only gap
in a layer of cloud, where you want
to remain VMC, so you will be
descending as well.
Get into a good cruise, as an extra
speed margin is useful for helping
the machine cope with the extra
loads imposed on it. Do a HASELL
check (see below).
16 Canadian Private Pilot Studies
Roll into a turn and add power as
you go through about 30° (climb
RPM or higher). This will help with
the extra load and drag factors.
Use elevator back pressure to
maintain the nose attitude against
the horizon. Control the turn with
aileron and rudder. Check the VSI
and altimeter to see if you are
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
　
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