曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
throughout the maneuver to relieve control pressures.
Until control technique is very smooth, frequent cross-check
of the attitude indicator is essential to prevent overcontrolling
and to provide approximate bank angles appropriate to the
changing airspeeds.
Common Errors in Turns
Pitch
Pitch errors result from the following faults:
1. Preoccupation with bank control during turn entry
and recovery. If 5 seconds are required to roll into a
turn, check the pitch instruments as bank pressures
are initiated. If bank control pressure and rate of bank
change are consistent, a sense of the time required
for an attitude change will be developed. During the
interval, check pitch, power, and trim—as well as
bank—controlling the total attitude instead of one
factor at a time.
2. Failure to understand or remember the need for
changing the pitch attitude as the vertical lift
component changes, resulting in consistent loss of
altitude during entries.
3. Changing the pitch attitude before it is necessary. This
fault is very likely if a cross-check is slow and rate
of entry too rapid. The error occurs during the turn
entry due to a mechanical and premature application
of back-elevator control pressure.
4. Overcontrolling the pitch changes. This fault
commonly occurs with the previous error.
5. Failure to properly adjust the pitch attitude as the
vertical lift component increases during the roll-out,
resulting in consistent gain in altitude on recovery to
headings.
6. Failure to trim during turn entry and following turn
recovery (if turn is prolonged).
7. Failure to maintain straight-and-level cross-check
after roll-out. This error commonly follows a perfectly
executed turn.
8. Erratic rates of bank change on entry and recovery,
resulting from failure to cross-check the pitch
instruments with a consistent technique appropriate
to the changes in lift.
Bank
Bank and heading errors result from the following faults:
1. Overcontrolling, resulting in overbanking upon turn
entry, overshooting and undershooting headings, as
well as aggravated pitch, airspeed, and trim errors.
2. Fixation on a single bank instrument. On a 90° change
of heading, for example, leave the heading indicator
out of the cross-check for approximately 20 seconds
after establishing a standard rate turn, since at 3°
per second the turn will not approach the lead point
until that time has elapsed. Make the cross-check
selective, checking only what needs to be checked at
the appropriate time.
3. Failure to check for precession of the horizon bar
following recovery from a turn. If the heading
indicator shows a change in heading when the attitude
indicator shows level flight, the airplane is turning. If
the ball is centered, the attitude gyro has precessed;
if the ball is not centered, the airplane may be in a
slipping or skidding turn. Center the ball with rudder
pressure, check the attitude indicator and heading
indicator, stop the heading change if it continues, and
retrim.
4. Failure to use the proper degree of bank for the amount
of heading change desired. Rolling into a 20° bank
for a heading change of 10° will normally overshoot
the heading. Use the bank attitude appropriate to the
amount of heading change desired.
5. Failure to remember the heading to which the aircraft
is being turned. This fault is likely when rushing the
maneuver.
6. Turning in the wrong direction, due to misreading or
misinterpreting the heading indicator, or to confusion
regarding the location of points on the compass. Turn
in the shortest direction to reach a given heading,
unless there is a specific reason to turn the long way
around. Study the compass rose and visualize at least
the positions of the eight major points around the
azimuth. A number of methods can be used to make
quick computations for heading changes. For example,
to turn from a heading of 305° to a heading of 110°,
would a pilot turn right or left for the shortest way
around? Subtracting 200 from 305 and adding 20,
gives 125° as the reciprocal of 305°; therefore, execute
the turn to the right. Likewise, to figure the reciprocal
of a heading less than 180°, add 200 and subtract 20.
Computations are done more quickly using multiples
of 100s and 10s than by adding or subtracting 180°
from the actual heading; therefore, the method
suggested above may save time and confusion.
5-26
7. Failure to check the ball of the turn coordinator when
interpreting the instrument for bank information. If the
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
Instrument Flying Handbook仪表飞行手册上(92)
