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lift will begin to decrease. [Figure 5-67] As this happens,
additional lift must be generated to maintain level flight.
Apply aft control pressure on the yoke sufficient to stop any
altitude loss trend. With the increase in lift that needs to be
generated, additional induced drag will also be generated.
This additional drag will cause the aircraft to start to
decelerate. To counteract this, apply additional thrust by
adding power to the power lever. Once altitude and airspeed
is being maintained, utilize the trim wheel to eliminate any
control forces that need to be held on the control column.
When rolling out from a standard rate turn, the pilot needs
to utilize coordinated aileron and rudder and roll-out to a
wings level attitude utilizing smooth control inputs. The
roll-out rate should be the same as the roll-in rate in order to
estimate the lead necessary to arrive at the desired heading
without over- or undershooting.
During the transition from the turn back to straight flight, the
attitude indicator becomes the primary instrument for bank.
Once the wings are level, the heading indicator becomes
the primary instrument for bank. As bank decreases, the
vertical component increases if the pitch attitude is not
decreased sufficiently to maintain level flight. An aggressive
cross-check keeps the altimeter stationary if forward control
pressure is applied to the control column. As the bank angle is
decreased, the pitch attitude should be decreased accordingly
in order to arrive at the level pitch attitude when the aircraft
reaches zero bank. Remember to utilize the trim wheel to
eliminate any excess control forces that would otherwise
need to be held.
Common Errors
1. One common error associated with standard rate turns
is due to pilot inability to hold the appropriate bank
angle that equates to a standard rate. The primary bank
instrument during the turn is the turn rate indicator;
however the bank angle varies slightly. With an
5-52
Figure 5-67. Standard Rate Turn—Constant Airspeed.
aggressive cross-check, a pilot should be able to
minimize errors arising from over- or underbanking.
2. Another error normally encountered during standard
rate turns is inefficient or lack of adequate crosschecking.
Pilots need to establish an aggressive
cross-check in order to detect and eliminate all
deviations from altitude, airspeed, and bank angle
during a maneuver.
3. Fixation is a major error associated with attitude
instrument flying in general. Pilots training for their
instrument rating tend to focus on what they perceive
to be the most important task at hand and abandon
their cross-check by applying all of their attention to
the turn rate indicator. A modified radial scan works
well to provide the pilot with adequate scanning of all
instrumentation during the maneuver.
Turns to Predetermined Headings
Turning the aircraft is one of the most basic maneuvers that a
pilot learns during initial flight training. Learning to control
the aircraft, maintaining coordination, and smoothly rolling
out on a desired heading are all keys to proficient attitude
instrument flying.
EFDs allow the pilot to better utilize all instrumentation during
all phases of attitude instrument flying by consolidating all
traditional instrumentation onto the PFD. The increased size
of the attitude indicator, which stretches the entire width of
the PFD, allows the pilot to maintain better pitch control
while the introduction of the turn rate indicator positioned
directly on the compass rose aids the pilot in determining
when to begin a roll-out for the desired heading.
When determining what bank angle to utilize when making a
heading change, a general rule states that for a small heading
change, do not use a bank angle that is greater than the total
number of degrees of change needed. For instance, if a heading
change of 20° is needed, a bank angle of not more than 20° is
required. Another rule of thumb that better defines the bank
angle is half the total number of degrees of heading change
required, but never greater than standard rate. The exact bank
angle that equates to a standard rate turn varies due to true
airspeed.
With this in mind and the angle of bank calculated, the next
step is determining when to start the roll-out process. For
example:
An aircraft begins a turn from a heading of 030° to a heading
of 120°. With the given airspeed, a standard rate turn has
yielded a 15° bank. The pilot wants to begin a smooth
coordinated roll-out to the desired heading when the heading
　
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