Fundamentals of Flight Technique

The objective is to develop the student technique and confidence in basic control of the aircraft.

Elements:

1. Effect and use of flight controls.

2. Outside and instrument references used for pitch, bank, and power control; the cross-check and

3. interpretation of those references; and the control technique used.

4. Trim technique.

5. Visual scanning and collision avoidance

6. Methods that can be used to overcome tenseness and over controlling.

7. Straight-and-level, climbs, descents, turns, and combinations.

How is the Completion Standard to Straight and Level Flight:

1. Exhibits basic knowledge of flight control usage

2. Maintains a definite heading, +/-10

3. Maintains a definite altitude, +/-100 feet

4. Uses power setting to maintain airspeed, +/-10 knots

5. Trims for level flight

6. For altitude deviations of less than 100 feet, corrects with pitch: if more than 100 feet, uses pitch and a small throttle adjustment

7. In turbulence, uses maneuvering speed (Va)

8. Makes smooth and coordinated control adjustments

9. Left turns are performed in the same manner as right turns

10. Rolls out to a predetermined heading, +/-10

11. Maintains altitude, +/-100 feet.

12. Maintains bank angle, +/-5^o

13. Maintains coordination at all times

14. Makes smooth and coordinated control adjustments

15. Applies proper power and pitch for controlled 5-7^o pitch up climb

16. Maintains ~ 500 fps climb

17. Levels out at new altitude, +/-100 feet

18. For straight climbs, maintains heading, +/-5^o

19. For turning climbs, does not exceed bank angle of 5-10^o

20. Maintains coordination at all times

21. Makes smooth and coordinated control adjustments

22. Applies proper power and pitch for controlled 5-7^o pitch up climb

23. Maintains ~ 500 fps climb

24. Levels out at new altitude, +/-100 feet

25. For straight climbs, maintains heading, +/-5^o

26. For turning climbs, does not exceed bank angle of 5-10^o

27. Maintains coordination at all times

28. Makes smooth and coordinated control adjustments

Common Errors:

Straight and Level Flight:

- Attempting to use improper reference points on the airplane to establish attitude

- Forgetting the location of preselected reference points on subsequent flights

- Attempting to establish/correct attitude using flight instruments rather than outside visual reference.

- Attempting to maintain direction using only ruder control

- Habitually flying with one wing low

- “Chasing” the flight instruments rather than adhering to the principles of attitude flying

- Overly tight grip on the flight controls resulting in over control and lack of feel

- Pushing or pulling on the flight controls rather than exerting pressure against the airstream

- Improper scanning and / or devoting insufficient time to outside visual reference. (Head in the cockpit

- Fixation on the nose (pitch attitude) reference point

- Unnecessary or inappropriate control inputs

- Failure to make timely/measured control inputs when deviations are detected

- Inadequate attention to sensor inputs in developing feel for the airplane

Level Turns:

- Failure to adequately clear the area before beginning the turn

- Attempting to execute the turn solely by instrument reference

- Attempting to sit up straight, in relation to the ground, during a turn, rather than riding with the airplane

- Insufficient feel for the airplane as evidenced by the inability to detect slips/skids without reference to flight instruments

- Attempting to maintain a constant bank angle by referencing the “cant” of the airplane’s nose

- Fixating on the nose reference while excluding wingtip reference

- “Ground shyness”—making “flat turns” (skidding) while operating at low altitudes in a conscious or subconscious effort to avoid banking close to the ground

- Holding rudder in the turn

- Gaining proficiency in turns in only one direction (usually the left

- Failure to coordinate the use of throttle with other controls

- Altitude gain/loss during the turn

Climb and Climbing Turns:

- Attempting to establish climb pitch attitude by referencing the airspeed indicator, resulting in “chasing” the airspeed

- Applying elevator pressure too aggressively, resulting in an excessive climb angle

- Applying elevator pressure too aggressively during level-off resulting in negative “G” forces

- Inadequate or inappropriate rudder pressure during climbing turns

- Allowing the airplane to yaw in straight climbs, usually due to inadequate right rudder pressure

- Fixation on the nose during straight climbs, resulting in climbing with one wing low

- Failure to initiate a climbing turn properly with use of rudder and elevators, resulting in little turn, but rather a climb with one wing low

- Improper coordination resulting in a slip which counteracts the effect of the climb, resulting in little or no altitude gain

- Inability to keep pitch and bank attitude constant during climbing turns

- Attempting to exceed the airplane’s climb capability

Descent and Descending Turns:

- Failure to adequately clear the area

- Inadequate back-elevator control during glide entry resulting in too steep a glide

- Failure to slow the airplane to approximate glide speed prior to lowering pitch attitude

- Attempting to establish/maintain a normal glide solely by reference to flight instruments

- Inability to sense changes in airspeed through sound and feel

- Inability to stabilize the glide (chasing the airspeed indicator

- Attempting to “stretch” the glide by applying back-elevator pressure

- Skidding or slipping during gliding turns due to inadequate appreciation of the difference in rudder action as opposed to turns with power

- Failure to lower pitch attitude during gliding turn entry resulting in a decrease in airspeed

- Excessive rudder pressure during recovery from gliding turns

- Inadequate pitch control during recovery from straight glides

- “Ground shyness”—resulting in cross-controlling during gliding turns near the ground

- Failure to maintain constant bank angle during gliding turns

How is the technique Flight?

Level Turn:

1. Bank angle is estimated by the angle of the airplane to the horizon

2. Banks of less than 20 are shallow turns, 20-45 degrees are medium bank and over 45 degrees are steep turns

3. A small amount of elevator back pressure is needed to counter the loss of lift

4. A small amount of additional power is required to maintain airspeed

5. Turns are made to a heading – Anticipate the roll out by ½ of the bank angle used

6. Rudder is used with aileron to eliminate adverse yaw when rolling in or out of a turn

7. Sight picture is different for left and right turns because the pilot is not sitting on the centerline

8. Lead the rollout by ½ the bank angle to avoid overshooting the desired heading

Straight Ahead Climb:

1. Apply climb power

2. Raise the nose to the attitude that will produce the desired airspeed or rate of climb

3. Allow the speed to stabilize, making small corrections as it does

4. Trim once the speed is stable

5. Bank in the direction of the desired direction (Attempt to keep bank angle less than 20 degrees so climb performance is affected less)

6. Keep the aircraft coordinated, especially entering and exiting the turn

Rolling Out of a Climbing Turn:

1. Lead the rollout by ½ of the bank angle

2. Roll out using aileron and rudder

Note: In any climbing turn, left or right, there will be the need for RIGHT rudder due to P-factor and torque. Although corresponding left or right rudder will initially be required to eliminate adverse yaw, once the ailerons are no longer deflected (as is in the turn) RIGHT rudder will be required.

Descent and Descending Turn Technique?

Descending Straight Ahead Technique:

1. Reduce throttle (depends upon the rate of descent desired)

2. Lower the nose attitude for the speed desired

3. Maintain wings level with aileron

4. Stop any yaw with rudder

5. Trim when the speed is stable

Descending to a Point Technique:

1. Select the desired aiming point

2. Lower the nose attitude to keep the point from moving up or down (Fixed in the windscreen)

3. Adjust throttle to desired airspeed

Note: If the throttle is at idle and the point can’t be held constant without excessive airspeed the descent angle is too high. Use flaps to steepen the descent. If full flaps with the throttle closed airspeed continues to build slip the airplane in an attempt to hold the point in the windscreen without building airspeed. If the airspeed continues to build the descent angle is too steep for the airplane to achieve

Roll Out Technique:

1. Lead the roll out by ½ of the bank angle to avoid overshooting

2. Use aileron and rudder to roll out of the bank

Leveling off from a Climb Technique:

1. Lower the nose attitude to level flight

2. Allow the airspeed to build to the desired airspeed

3. Reduce the throttle to maintain airspeed

4. Trim

Leveling off from a Descent Technique:

1. Apply power to the approximate setting for the airspeed desired

2. Raise the nose to the level flight attitude

3. Trim