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trim is required to eliminate any control pressures that need
to be applied to the control yoke. An increase in the scan rate
during the transition is important since changes are being
made to the aircraft flight path and speed. [Figure 5-66]
Entry
Descents can be accomplished with a constant rate, constant
airspeed or a combination. The following method can
accomplish any of these with or without an attitude indicator.
Reduce the power to allow the aircraft to decelerate to the
desired airspeed while maintaining straight-and-level flight.
As the aircraft approaches the desired airspeed, reduce the
5-50
power to a predetermined value. The airspeed continues to
decrease below the desired airspeed unless a simultaneous
reduction in pitch is performed. The primary instrument
for pitch is the ASI tape. If any deviation from the desired
speed is noted, make small pitch corrections by referencing
the attitude indicator and validate the changes made with the
airspeed tape. Utilize the airspeed trend indicator to judge if
the airspeed will be increasing and at what rate. Remember
to trim off any control pressures.
The entry procedure for a constant rate descent is the same
except the primary instrument for pitch is the VSI tape.
The primary instrument for power will be the ASI. When
performing a constant rate descent while maintaining
a specific airspeed, coordinated use of pitch and power
will be required. Any change in pitch directly affects the
airspeed. Conversely, any change in airspeed will have a
direct impact on vertical speed as long as the pitch is being
held constant.
Leveling Off
When leveling off from a descent with the intention of
returning to cruise airspeed, first start by increasing the
power to cruise prior to increasing the pitch back toward
the level flight attitude. A technique used to determine
how soon to start the level off is to lead the level off by an
altitude corresponding to 10 percent of the rate of descent.
For example, if the aircraft is descending at 1,000 fpm, start
the level off 100 feet above the level off altitude. If the pitch
attitude change is started late, there is a tendency to overshoot
the desired altitude unless the pitch change is made with
a rapid movement. Avoid making any rapid changes that
could lead to control issues or spatial disorientation. Once
in level pitch attitude, allow the aircraft to accelerate to the
desired speed. Monitor the performance on the airspeed and
altitude tapes. Make adjustments to the power in order to
correct any deviations in the airspeed. Verify that the aircraft
is maintaining level flight by cross-checking the altimeter
tape. If deviations are noticed, make an appropriate smooth
pitch change in order to arrive back at desired altitude. Any
change in pitch requires a smooth coordinated change to the
power setting. Monitor the airspeed in order to maintain the
desired cruise airspeed.
To level off at a constant airspeed, the pilot must again
determine when to start to increase the pitch attitude toward
the level attitude. If pitch is the only item that is changing,
airspeed varies due to the increase in drag as the aircraft’s
pitch increases. A smooth coordinated increase in power will
need to be made to a predetermined value in order to maintain
speed. Trim the aircraft to relieve any control pressure that
may have to be applied.
Common Errors in Straight Climbs and Descents
Climbing and descending errors usually result from but are
not limited to the following errors:
1. Overcontrolling pitch on beginning the climb.
Aircraft familiarization is the key to achieving precise
attitude instrument flying. Until the pilot becomes
familiar with the pitch attitudes associated with
specific airspeeds, the pilot must make corrections
to the initial pitch settings. Changes do not produce
instantaneous and stabilized results; patience must be
maintained while the new speeds and vertical speed
rates stabilize. Avoid the temptations to make a change
and then rush into making another change until the
first one is validated. Small changes will produce more
expeditious results and allow for a more stabilized
flight path. Large changes to pitch and power are
more difficult to control and can further complicate
the recovery process.
2. Failure to increase the rate of instrument cross-check.
Any time a pitch or power change is made, an increase
in the rate a pilot cross-checks the instrument is
required. A slow cross-check can lead to deviations
in other flight attitudes.
3. Failure to maintain new pitch attitudes. Once a
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本文链接地址：
Instrument Flying Handbook仪表飞行手册上(108)
