S_P_2015_04_

FOR RECREATIONAL PILOTS. Sport Pilot^55

I

WAS informed my next lesson would be climbing and descending. I

had to wait a couple of weeks for the airfield to dry out after all the

rain - this is where I felt the addiction really starting to kick in. After

a couple of tense weeks with withdrawal symptoms, I finally got myself

off the ground.

After a quick recap on straight and level, it was time to get into it. I

was told I was going to use three different types of climbs, two different

types of descents and be able to perform level turns with up to a 30

degree angle of bank. All of which I had already done without realising it.

Using different pictures, my instructor, Liz, explained the three types

of climbs. She taught me that Vx stood for best angle of climb. Best

angle of climb is associated with an airspeed - for Pinky it is 65kts and

is used for obstacle clearance. Vx will give me the most height for the

least amount of distance over the ground - it has a higher observed

angle than other types of climb.

Liz explained Vy stood for best rate of climb. Vy is used is used for

the most height gain in a given amount of time. Best rate of climb for

Pinky is associated with an airspeed of 70kts. Vy has a lower observed

angle over the ground compared to Vx, but there is more height gain for

the same amount of time.

After Vy is cruise climb. A cruise climb is used for speed and distance

rather than height gain. A cruise climb has a lower observed angle over

the ground compared to Vx and Vy and not as much height gain for

a given amount of time, but in that time the aircraft will travel further

along the ground than the other two.

After I understood the differing types of climbs, Liz taught me it was

the same sequence of actions to enter the climb as it was in straight and

level - Power, Attitude, Trim. When leveling out at the top of the climb, how-

ever, the sequence of actions changed to Attitude, Power, Trim.

After I mastered climbing, Liz explained the two types of descents,

the cruise (or powered) descent and the glide. The purpose of a cruise

descent is to maintain airspeed, descend in a shorter distance and

keep the engine warm. In a glide the total drag on the aircraft is at a

minimum, therefore the range is a lot further. A glide is associated with

a certain airspeed (65kts for Pinky) and a higher nose attitude than a

cruise descent.

Once again I was instructed on how to enter a descent. Power, At-

titude, Trim. By the end of the lesson I was sick of these words, but I’ll

never forget them.

Moving on from climbing and descending, I was taught all about turn-

ing at 30 degrees and maintaining altitude. Liz drew some cool vectors

and explained how, in a turn, the lift vector tilts, creating the need for

extra lift. To achieve that lift, going back to straight and level, the angle

of attack must be increased. It was pretty straight forward.

The flight itself was fantastic. I was finally off the ground again! I had

gone up and down and up and down and around and around so many

times that I was dizzy by the end of it. Didn’t stop me from wanting more

though.

With a total of four hours logged now, I am ready and raring to go

again, to fill up more of my log book pages.

NEXT LESSON Stalling

Going up, down and around

BY SHANNON LEGLISE

Shannon and

instructor, Liz

L