Lesson 5 - 2nd October


Exercise 9A - Climbing and Descending Turns

The aim is to enter and maintain a climb or descent whilst turning, or to enter and maintain a turn from a straight climb or decent.

Climbing Turns

Climb rate is reduced in a turn compared to a straight climb.  In a climb at best rate of climb speed we are at maximum efficiency.  Turning reduces this efficiency by tilting the lift force in order to produce the turning force.  Therefore we must allow for this and make sure that we do not lose airspeed in the turn.

In a climbing turn there will be an over banking tendency.  This means that the aircraft wants to steepen its bank angle.  This must be resisted with a steady aileron pressure constantly applied to "hold off" the bank.

If this is not controlled, it can lead to a Helix effect so the bank can become like a corkscrew effect spiralling downwards.

The process to enter the climbing turn:

1. Lookout
2. Power to full
3. Climb attitude
4. 60 knots
5. 15 degrees of bank - aileron/rudder to control
6. Look for 500ft/minute climb rate

Descending Turns

Descent rate is increased in a turn compared to a straight descent - Turning reduces the efficiency of the aircraft by tilting the lift force in order to produce the turning force.

In a descending turn there may be an under-bank tendency - This means that the aircraft may want to reduce its bank angle where the wings want to roll level.  This must also be resisted with a steady aileron pressure constantly applied to "hold on" the bank.

The process to enter the descending turn:

1. Lookout
2. Power to idle - together with:
3. Descent attitude
4. 60 knots
5. 15-20 degrees of bank - aileron/rudder to control
6. Look for 500ft/minute descent rate
7. Remember to run the engine up every 500ft of descent to prevent any carburettor icing.

Notes on Trimming

Trimming is only used in straight and level flight and straight climbing and descending.

Do NOT trim during a climbing turn or descending turn as they are classified as a manoeuvres and you do not trim in a manoeuvre.

Fast Spiral Descent

We also looked at the fast spiral descent.  This is something that could be used in the event that clouds suddenly come in and you need to descend quickly through a gap to get back to true VFR flight conditions i.e. to be in sight of the ground at all times.

This follows the same principal as the normal descending turn but at a higher bank rate of about 30%.  Great care must be taken to control the speed at 60 knots still and it will need a lot of back pressure on the control stick to manage this.

Headset Review/Update

Today I had the first chance to use my new headset.  I had set it all up with the Bluetooth receiver connected to the iPad for Sky Demon warnings.  The first thing that I noticed was that when there was a notification from Sky Demon, the volume of the headset reduced and it took a few seconds to recover.  This was not good when I was trying to listen to my instructor.  I have removed the Bluetooth for the time being as it is not required at this stage of my training.  Maybe when I get to my first solo cross country navigation exercise it may be useful, but not now.

I had an issue that the volume coming from my instructor was higher than my own voice and I would have expected them to be the same.  I have written to SEHT to see if they can offer any help with this.  I don't think this is right and it may just be a setting issue I need to look at or they may need to replace it if it is faulty.

Purchases this post

Lesson £151.67 - 1 hour 10 minutes

Totals

Total Costs = £2307.65
Total Hours PA-28 = 1.05
Total Hours Icarus C42 = 6:25 hours

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