IR.VI.C.S3
SkillConfigure the airplane in accordance with airplane manufacturer’s instructions, establish a positive rate of climb, and accelerate to the appropriate airspeed, ±10 knots.
From the FAA library
- Chapter 16: Transition to Jet-Powered Airplanes › Jet Airplane Takeoff and Climb › Initial Climb
making a power reduction, the pilot should reduce the pitch attitude simultaneously if needed and monitor the airplane airspeed and rate of climb so as to preclude an inadvertent reduction in desired performance or a descent. Speed is limited ... otherwise authorized by the Administrator (14 CFR part 91, section 91.117(a)). At or above that altitude, the best rate of climb speed is published in the AFM. If asked to increase rate of climb, increasing pitch slightly will have…
- Chapter 3: Basic Flight Maneuvers › Climbs and Climbing Turns
Normal climb speed is generally higher than the airplane’s best rate of climb. The additional airspeed provides for better engine cooling, greater control authority, and better visibility over the nose of the airplane. Normal climb is sometimes referred ... cruise climb. ⦁ Best rate of climb (VY)—produces the most altitude gained over a given amount of time. This airspeed is typically used when initially departing a runway without obstructions until it is safe to transition to a normal…
- Chapter 4: Energy Management: Mastering Altitude and Airspeed Control › Rules of Energy Control › Visualizing the Airplane’s Ability to “Move” Between Energy States
Thus, the ability of an airplane to go from one energy height to another (e.g., from A to positions C, D, or E) is a function of specific excess power (PS), measured in rate of change in distance or height ... feet per minute). Examine the energy positions depicted in Figure 4-7. The airplane in position A is flying at 4,000 feet and 150 knots with a total energy equivalent to 5,000 feet. Since positions…
- Chapter 7, Section I: Airplane Basic Flight Maneuvers › Straight Climbs and Descents › Entry
Excessive trim control. This induces control pressures that must be held until the airplane is trimmed properly. Use trim frequently and in small amounts. 5. Failure to understand the cause of trim changes. Lack of understanding the basic aerodynamics related ... basic instrument skills causes a pilot to continually lag behind the airplane. Straight Climbs and Descents Climbs For a given power setting and load condition, there is only one attitude that gives the most efficient rate of climb. The airspeed…
- Chapter 8: Helicopter Attitude Instrument Flying › Straight Climbs (Constant Airspeed and Constant Rate) › Entry
manifold pressure continues to be primary for power and should be monitored closely to determine if the proper climb power setting is being maintained. Primary and supporting instruments for a stabilized constant airspeed climb are shown in Figure ... Figure 8-11. Flight instrument indications during climb entry for a constant-airspeed climb. Figure 8-12. Flight instrument indications in a stabilized constant-airspeed climb. The technique and procedures for entering a constant rate climb are very similar…
- 14 CFR Part 141, Appendix G to Part 141—Flight Instructor Instrument (For an Airplane, Helicopter, or Powered-Lift Instrument Instructor Rating, as Appropriate) Certification Course
Part 141, Appendix G to Part 141—Flight Instructor Instrument (For an Airplane, Helicopter, or Powered-Lift Instrument Instructor Rating, as Appropriate) Certification Course 1. Applicability. This appendix prescribes the minimum curriculum for a flight instructor instrument certification course required ... under this part, for the following ratings: (a) Flight Instructor Instrument—Airplane. (b) Flight Instructor Instrument—Helicopter. (c) Flight Instructor Instrument—Powered-lift aircraft. 2. Eligibility for enrollment. A person must hold the following prior to enrolling in the flight…