Student:_____________________ Date Completed:________________Private Pilot Flight Training

Four Fundamentals of FlightObjective:To develop the student's 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 and3. 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.

Schedule:Preflight Discussion 0:15Demonstration and Student Practice 0:50Postflight Discussion 0:15

All Times Dependent on Pilot's AbilityEquipment:Aircraft Drawing Surface and Marking UtensilInstructor's Actions: Student's Actions: PREFLIGHT: Discuss lesson objective Discuss common student errors in performing the

maneuver. Discuss the FAA's emphasis on safety including collision

avoidance and division of attention. INFLIGHT:

Demonstrate the maneuver. Coach student practice. Evaluate student understanding of maneuver.

POSTFLIGHT: Critique student performance. Answer student questions. Assign homework for next lesson.

PREFLIGHT: Discuss lesson objective. Listens and takes notes. Resolves Questions.

INFLIGHT: Reviews maneuvers. Pays attention and asks questions. Practices maneuver as directed. Answers questions posed by instructor.

POSTFLIGHT: Ask pertinent questions. Answers questions posed by instructor. Critiques own performance. Completes assigned homework.

Private Pilot Flight Training

Completion Standards: Straight-and-Level Flight1. Exhibits basic knowledge of flight control usage. 2. Maintains a definite heading, +/-10o 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.Completion Standards: Level Turns

9. Left turns are performed in the same manner as right turns. 10. Rolls out to a predetermined heading, +/-10o 11. Maintains altitude, +/-100 feet. 12. Maintains bank angle, +/-5o

13. Maintains coordination at all times.14. Makes smooth and coordinated control adjustments.Completion Standards: Climbing and Climbing Turns

15. Applies proper power and pitch for controlled 5-7o pitch up climb. 16. Maintains ~ 500 fps climb. 17. Levels out at new altitude, +/-100 feet. 18. For straight climbs, maintains heading, +/-5o.19. For turning climbs, does not exceed bank angle of 5-10o. 20. Maintains coordination at all times.21. Makes smooth and coordinated control adjustments.Completion Standards: Descents and Descending Turns

22. Applies proper power and pitch for controlled 5-7o pitch up climb. 23. Maintains ~ 500 fps climb. 24. Levels out at new altitude, +/-100 feet. 25. For straight climbs, maintains heading, +/-5o.26. For turning climbs, does not exceed bank angle of 5-10o. 27. Maintains coordination at all times.28. Makes smooth and coordinated control adjustments.

Private Pilot Flight Training

Common Errors: FAA-H-8083-3A (Chapter 2-9)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.

CLIMBS 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.

DESCENTS 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.

References:FAA-H-8083-3A (Chapter 3) FAA-H-8083-25A (Ch 10-5 & 13-18)Things to Remember:TRIM…. TRIM… TRIM……When climbing level off 50% of VSI of the desired altitude. Allow the airplane to accelerate to the desired speed and then reduce power to maintain the airspeed. This will help maintain level flight and teach the student to trim, initially, when the airspeed is stable.

Private Pilot Flight Training

Straight and Level Flight Technique:

1. Wings are kept level with aileron indicated by the horizon and wingtips to the horizon relative distances2. Altitude is kept constant with elevator using a fixed distance from the cowling to the horizon3. Yaw is stopped with rudder

Every airspeed will have a different angle of attack and thus attitude to hold level flight. Instructors should initially develop the sight picture for straight and level flight at a cruise speed and give the student practice obtaining this sight picture.

As the student gains proficiency in this attitude, new airspeeds should be introduced that will cause the pilot to make attitude and power changes to maintain level flight.

TRIMStudents should be taught to trim the airplane by feeling the pressures in the control wheel, not by releasing the control wheel to see what happens. It is the development of the pilots sense of the incorrect pressures that must be recognized. This allows the pilot to then eliminate the un desired control pressures.

Flight attitude for straight and level flight

Private Pilot Flight Training

Level Turns Technique:

1. Bank angle is estimated by the angle of the airplane to the horizon2. 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 lift4. A small amount of additional power is required to maintain airspeed5. Turns are made to a heading – Anticipate the roll out by ½ of the bank angle used6. Rudder is used with aileron to eliminate adverse yaw when rolling in or out of a turn7. Sight picture is different for left and right turns because the pilot is not sitting on the centerline8. Lead the rollout by ½ the bank angle to avoid overshooting the desired heading

Private Pilot Flight Training

Straight Ahead Climbs and Climbing Turns Technique:

Straight Ahead Climb Technique:

1. Apply climb power2. Raise the nose to the attitude that will produce the desired airspeed or rate of climb3. Allow the speed to stabilize making small corrections as it does4. Keep the wings level with aileron5. Stop yaw with rudder6. Trim once the speed is stable

Climbing Turn Technique:

1. Apply climb power2. Raise the nose to the attitude that will produce the desired airspeed or rate of climb3. Allow the speed to stabilize, making small corrections as it does4. Trim once the speed is stable5. 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 angle2. 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.

Private Pilot Flight Training

Descents and Descending Turns Technique:

Descending Straight Ahead Technique:

1. Reduce throttle (depends upon the rate of descent desired)2. Lower the nose attitude for the speed desired3. Maintain wings level with aileron4. Stop any yaw with rudder5. Trim when the speed is stable

Descending to a Point Technique:

1. Select the desired aiming point2. 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.

Descending Turns Technique:

1. Reduce throttle (depends upon the rate of descent desired)2. Lower the nose attitude for the speed desired3. Start the turn by applying aileron and rudder together to the desired bank angle4. Limit bank angles to under 45 degrees to avoid overbanking tendency5. Less rudder is required due to lack of P-factor and less torque6. Trim when the speed is stable

Roll Out Technique:

1. Lead the roll out by ½ of the bank angle to avoid overshooting2. Use aileron and rudder to roll out of the bank.

SEQUENCE OF POWER AND ATTITUDE WHEN LEVELING OFF FROM CLIMBS AND DESCENTS(Most efficient means)

Leveling off from a Climb Technique:

1. Lower the nose attitude to level flight2. Allow the airspeed to build to the desired airspeed3. Reduce the throttle to maintain airspeed4. Trim

Leveling off from a Descent Technique:

Apply power to the approximate setting for the airspeed desired Raise the nose to the level flight attitude Trim

Instructor notes and visual aids

Straight and level flight

Wingtip reference for straight and level flight.

Change in lift causes the airplane to turn

Forces developing in a turn

Indications of a slipping and skidding turn

Visual reference for the angle of bank

Parallax error due to not sitting in the center of the airplane

Climb indication on the flight instruments