Climb And Descend
60kts, 70kts, 15", 20", 23"
Sunday, September 17, 2006
Flying Hours Today 1:00, Total 5:10
Climbing and Descending – still part of exercise six.
Before we begin I mentioned to the instructor that I’d been reading Wagtendonk’s book on flap back. It still wasn’t obvious to me so we went through it once again – we decided that this would be a good article for the instructor to write up and publish as it sounds simple in theory but I find it hard to comprehend in the real world. Flapback to equiality = equal lift across the disc.
Cyclic forward, induced flow pushes rear blades (higher ones) down to the disc becomes ‘horizontal’ and so no forward movement, so need to apply cyclic forwards again and so on.
Climb @ 60kts / 23” for ~500ft/min rate of climb.
Power curve 53kts is lowest power requirement, therefore use 60 which is near to 53kt but more speed, stability and a better attitude for visbility.
Descend 60kts/15” MAP for ~500ft/min rate of descent.
Cruising 70kts and 20”MAP.
Climbing. Look out, check T+Ps.
A, P, T (as below). Trim (adjust), there isn’t any trim but use the same mnemonic as in fixed wing flying.
Level out, check T+Ps,
A – anticipate by 50ft, select 70kt attitude
P – 20” MAP and right pedel. Get the attitude then power down othwerise it will continue to climb.
T – trim / adjust, don’t chase the speed.
Descending
Look out T+Ps / and apply carb heat – it is always there! Never goes away, the mantra of all piston engine pilots across the world – apply carb heat before reducing power.
P – Power to 15”, right pedal to counter the torque
A – Attitude 60kts, but wait until some rate of descent occurs
T – Trim and adjust
Levelling out
100ft before, carb heat in to cold, anticipate the target altitude by 50ft.
P – 20” MAP and left pedal
A – 70kt attitude – ideally do the P and A steps simultaneously
T – Trim and adjust
Climbing and descending turns, establish the climb or descent first, the roll on to the angle of bank.
I got my own checklist and had to memorise certain parts. This is necessary for when the engine is turning at full power – don’t want to take eye off the ball and do unnecessary hand work.
Take off and fly to the training area to the west of the M1 near the Trowell services. Climbing, descending, up and down then a bit of turning and repeat. We were generally flying between 1000ft and 2000ft and it was reminiscent of fixed wing lessons, shooting holes in the air, not going anyway fast except up and down. I threw a few turns in for good measure and noticed a climb or descent sometimes in level flight, or a faster / slow vertical speed when trying to turn when changing altitude.
All too soon we headed back to the airfield. There was almost no wind today so I had a great opportunity for some hover practice. I was getting quite good by now, not just keeping a set distance above the ground – perhaps 5-10ft, not too high please, but no lower than 5ft, but I was keeping us over the same spot. Quite a challenge but very satisfying. Occationally I would lose it and we would begin to oscillate wildly or drift in a certain direction without knowing why – but I’m getting the hang of this.