Flight Instructors Training Procedures _revised AIC_x

vi.
TIME TURNS i.
required.
Have student carry out a timed turn
through 360° at a given altitude. Then a
series of 90°, 120° and 180° turns until
proficient.
ii. When rolling out of a turn using the turn coordinator
as apposed to a turn and slip
indicator a turn in the opposite direction will be
indicated because the instrument reacts to
both roll and yaw.
iii. If a student is unsure of the direction to turn in,
point out that looking at the numbers on the
face of the ADF indicator will solve the
problem or turn LEFT for LESS. The ADF
face can be used to establish the timing
required as the numbers are usually displayed
at 30° intervals and 30° correspond to 10
secs.
iv. Turns of 10° and less should be made rate ½
turns and the timing counted e.g. for a turn of
10° a turn of 6 secs at ½ rate turn and can be
counted as “one and two and three and four
and five and six.
vii. CLIMBING AND DESCENDING
viii.
CLIMBING AND DESCENDING
TURNS
) )
i. From properly trimmed straight and level flight
have the student reduce power sufficiently to
set up 500 fpm. descent. All that will be
required is a small power reduction of about 5”
M.P. or 500 RPM. The aircraft may be
returned to level flight with the minimum effort
by simply increasing the power to the original
straight and level setting. The descent will be
a lot more difficult if the speed is changed
during the descent. It is therefore wise to
establish the aircraft at the required speed
before the descent is commenced.
ii. The climb is commenced by raising the nose
and adding power as the correct speed is
approached. Point out that unless the aircraft
had a lot of excess thrust available while in
cruise it will be necessary to reduce the speed
to the usual climb speed. This will of course
require a pitch change and the aircraft must
be re-trimmed. When the desired altitude is
reached make sure that the student allows the
aircraft to accelerate to the desired speed
before the power is reduced.
i. Have the student enter a timed descending
turn through 360° and lose a 1000 ft, at 500
fpm. Point out that a slightly smaller power
reduction than that for a straight descent will
be required due to the inclined lift vector etc.
This is a difficult manoeuvre to do accurately
and the instructor should expect perfection.
ii. Have the student enter a climbing turn ideally
at 500 fpm (although many aircraft cannot
reach this figure at altitude) through 360° and
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