Slow Cruise Descent
--Full C.H. and 1500 rpm
--Extend Gear and partial flaps
--Less than 1/2 bar down on AI
--Power for airspeed at or just below Vfe
--Prepare for go-around or landing

Chop/Drop descent
Airspeed/VSI for pitch, TC for bank, tach for power. Lock the AI in pitch.

Chop and Drop vs. Descent Profile
There is a conflict of procedures in the use of step-down non-precision approach procedures and the advent of new technology that allows a descent profile to be flown. What has come about is a secondary acceptable method of flying the approach by hand flying the descent profile because it seems to afford some pilots the
sense of a more controlled flight down to the MDA

The vertical path angle and descent rate tables of the Jepp plates give a stabilized approach preferred by large aircraft because of its similarity to an electronic glide slope. This minimizes the required descent rate, eases the workload and stabilizes the approach configuration. A few such approaches in VFR conditions using the GPS as a backup should help any pilot to make a knowledgeable choice.

Approach
VSI for pitch, HI for bank, airspeed for power
Lock the AI in pitch

Level bank
During a level bank the compass, HI, turn coordinator and AI, four instruments in all move. If you don't like what's happening to any of them, adjust the AI

Level to Descent
The type of aircraft makes a difference in how descents are initiated. In fixed gear aircraft you can get 5 for 5 almost every time. 500 fpm for 500 rpm. This works if you maintain the same speed in the descent as you had in level flight. If you are going to descend at a slower speed than the level speed, it may be best to slow and trim for the descent speed while in level flight and then use the five for five descent parameter.

Retractables have vastly differing drag coefficients with the gear down which will necessitate developing a level to descent chart. It is a waste of time to try to fly an approach without having in your memory bank exactly how to attain the speed and descent rate standard for your aircraft. The more 'constants' you have developed for flying the aircraft the less likely will flying the aircraft be part of the problem.

Constant airspeed/power uses the airspeed for pitch, the HI or TC for bank, and tach for power. Lead altitude by 10% of your rate of climb or descent. A constant airspeed climb/descent while turning you decrease pitch with increase of bank angle. Airspeed will be constant but descent rate will increase and climb rate will decrease. Pitch, bank and power are all changed.

Level Turn
Personally, I prefer to hand fly my level turns and always anticipate the forward pressure on roll-out. I fly with a pilot who uses his 3-axis autopilot for just about everything. When he has to, he has trouble hand flying.

Descent to level
If you know that you will be leveling off shortly after initiating a descent as though descending from the FAF to a circle to land altitude, you would be best not to change the trim. Make the descent by power reduction only in fixed gear aircraft or in retractables that have their gear down before the FAF. If the gear/flaps are not down at the FAF use the gear/flaps to initiate the descent and plan to adjust power and trim at the leveling altitude.

Cruise to Approach
In fixed gear the change in speed is initiated with an immediate power reduction to a predetermined setting. You must know and have charted the power setting that will give a given approach speed. Trim off pressure slowly while holding heading and altitude. Keep track of the trim setting.

The constant altitude requires a sequenced movement of both hands in the same direction. This exercise will require trim adjustments. Power is changed from full to idle and back again. Rudder applications must be anticipated to hold constant heading. Using power go from full power and back to idle several times.

The process may be made faster by initially taking off more power. Application of trim must then be quicker but to a known setting. Pre-determined power must be brought in just as speed reaches approach speed. Missing this point of power application will exacerbate problems associated with attaining approach speed. Retractables should include dropping the gear and any flap application as a part of the speed change to approach speed. Variations of just when to do what will vary from aircraft to aircraft.

Best Angle Climb, Vx
--3-bar high on AI
--Maximum power
--Speed increases with altitude
--About 5-10 knots below Vy
(Minimum sink speed on engine failure)
--Lock AI in pitch

Best Rate Climb
--2+ bar nose high on AI
--Maximum power
--Fastest rate of climb
--Caution on traffic avoidance and engine heat.
--Lock AI in pitch

Cruise Climb
--Constant airspeed or constant vertical speed
--One-bar nose high - Locked
--Better speed, visibility, and cooling
--Advise ATC if not 500 fpm

Climbs
Initially, we will discuss the climb. Any aircraft in a climb has an inherent left turning tendency. The steeper the climb the greater the tendency. The amount of right rudder required, therefore, will vary. This is strictly a feel skill augmented by watching the 'ball'. As an instructor, I find it very difficult to let students fly without my feet ever so lightly on the rudder. Helping?

The best-angle of climb Vx, as might be required to meet a specific gradient on an approach plate, uses full power and near a three-bar AI climb. Partial flaps may be specified in the POH. Vx speed increases with altitude and usually is less than 10 knots of Vy speed. Vx speed is a good emergency, engine out, glide speed.

Best rate at gross in a C-172 is 78 knots with best angle about 65 knots. This will be near a 2-bar AI climb. Some IFR procedures require different climb rates per mile. Since climb is always at full power we need to determine and fix in our skill envelope the trim required to climb at both 78 and 65 knots. Mark the trim setting as for a Vy takeoff climb on your aircraft. Practice coordinating the trim movement with your yoke and rudder control of the attitude indicator until you can go from one speed to the other with a minimum of oscillation of airspeed and attitude. Different loading may require slightly different settings but once the technique is perfected for one loading, it adapts readily to changes and even other aircraft.

The C-172 trim setting for a 60 knot full flap landing will be very close to the setting required for Vy climb. From level cruise to a Vy climb raise the nose, apply full power, trim one full ‘top button to the bottom' and you will be very close to hands-off Vy climb.

Cruise climb provides more distance, better cooling, and better visibility. ATC expects 500 fpm climb rates so be sure to advise ATC if you plan to climb at less than that.

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