Straight-and-level flight, turns, climbs, and descents

Brief the targets before changing the flight condition

Every basic instrument maneuver starts with an intended flight condition: altitude, heading, airspeed, and, when relevant, bank angle or turn rate. Say what will change and what should remain constant. Identify the aircraft’s appropriate power and attitude references, operating limitations, and configuration before entry. Use the AFM/POH and approved equipment supplements; the examples below supply study targets, not approved aircraft settings.

For a climb to a selected altitude, plan the climb airspeed, applicable power, heading, and level-off. For a turn, identify the direction, target heading, suitable bank or turn rate, and rollout. During an airspeed change, decide whether altitude is to remain constant and anticipate the accompanying pitch and trim changes.

Reduce workload before entry. Set a heading or altitude reminder as appropriate to the installed equipment, organize materials, and clarify an instruction that is not understood. A remembered target frees attention for the cross-check; a forgotten target can turn an otherwise well-controlled maneuver into an error. Practice under an instrument instructor with suitable traffic, terrain, weather, and control arrangements.

IFH 7-1 and 7-33: aircraft-specific maneuver preparation · ACS IV.A, printed page 10

Verify altitude, heading, and airspeed together

Establish the pitch attitude and power that produce level flight at the selected speed, wings level and coordinated. Trim the sustained control forces. In stabilized level flight, compare the altimeter with the selected altitude, heading with the selected heading, and airspeed with the selected speed. Attitude, vertical-speed trend, turn information, coordination, and engine indications support this comparison.

If altitude drifts, first interpret its direction and rate together with attitude, bank, airspeed, and power. Apply the appropriate pitch correction, verify the trend changes, and return toward the target smoothly. If heading changes unintentionally, check bank and coordination and use a suitable correction. Merely placing the attitude symbol on a painted line does not guarantee the selected altitude or heading.

For a level-flight speed change, coordinate power and pitch through the transition. As speed decreases, adjust the level-flight attitude appropriately and refine power before airspeed continues past the target. Check configuration limits before using flaps or landing gear. Retrim as the new condition stabilizes. The aircraft’s performance response, not an assumed universal pitch or RPM value, determines whether the setting is correct.

IFH 7-2–7-13: straight-and-level control and errors · IFH 7-34–7-45: electronic-display level flight

Control the turn and lead the rollout

Enter a turn with smooth, coordinated bank control using the reliable attitude reference. Cross-check altitude, airspeed, heading progress, turn rate, power, and slip/skid information. Bank redistributes lift, so holding altitude may require a suitable pitch or power adjustment. The actual amount depends on the airplane, bank, speed, and conditions.

A standard-rate turn changes heading at 3° per second: 90° takes 30 seconds once the rate is established. The bank needed for that rate changes with true airspeed. A turn coordinator or installed turn-rate display indicates rate; it is not a substitute for every other control or performance indication. Do not apply one bank value to every aircraft and speed.

Begin rolling out before reaching the target because the airplane continues to turn while bank is being removed. The IFH offers a starting training technique of a lead approximately equal to half the bank angle. With a 20° bank, that suggests starting about 10° before the target. Consistent roll rate, actual turn rate, and instructor-guided practice determine a refined lead. This is a technique, not an aircraft limit or universal guarantee.

As bank decreases, reduce any pitch correction used to hold altitude in the turn, maintain coordination, and verify the final heading. For a small heading change, use a correspondingly modest bank and timely rollout. Fixating on heading while neglecting altitude or airspeed defeats an otherwise correct lead.

IFH 7-19–7-21: turns, turn rate and predetermined headings · IFH 7-51–7-53: electronic-display turns

Enter and maintain a constant-airspeed climb

Use the aircraft’s approved climb power and an appropriate initial climb attitude. Coordinate pitch, power, bank, and rudder through entry; verify heading and airspeed as the climb develops. If a speed reduction is needed before the climb, use the technique agreed with your instructor for the actual aircraft and mission.

Once the climb is established at the selected power, airspeed is the primary pitch-performance reference. If airspeed is below the selected climb value, a suitable reduction in pitch can allow the airplane to accelerate; if above, a suitable increase can reduce speed. Cross-check power and the remaining indications before treating pitch as the sole possible cause. Altitude should increase, the vertical-speed indication should show the resulting climb trend, and heading should remain near the assigned heading.

The selected airspeed and available power do not guarantee a particular climb rate. Weight, density altitude, engine condition, and other factors affect performance. Do not keep raising pitch to chase a desired climb rate while allowing airspeed to deteriorate. When performance cannot support an assigned requirement safely, maintain control and communicate the limitation or request a change.

Relieve sustained forces with trim after establishing the condition. Check the altitude remaining and plan the level-off early enough that a radio call will not take the entire transition out of the scan.

IFH 7-14–7-16: straight climbs and level-off · IFH 7-47–7-48: electronic-display climbs

Manage a constant-airspeed descent

Choose the descent speed, heading, power, configuration, and target altitude before entry. A normal training technique is to establish the chosen descent speed, then make an appropriate power reduction and pitch adjustment to maintain that airspeed as the descent develops. Aircraft and operational procedures determine the actual entry.

Once stabilized at the selected power, airspeed guides pitch-performance corrections. The altimeter and VSI verify the descent and help judge the approaching level-off; heading, bank, and coordination verify straight flight. A power change can alter descent performance and also require pitch or trim adjustment. Continue checking the whole condition.

If a specific descent rate is selected, understand that it is a different performance objective. After stabilization the VSI can be primary for pitch and airspeed can guide power, with both controls coordinated. Do not switch objectives unintentionally: chasing vertical speed while assuming pitch is still maintaining constant airspeed can create an unwanted speed change.

A descent may have a positive pitch indication relative to the artificial horizon, especially in some configurations. The attitude picture alone does not prove whether altitude is increasing or decreasing. Verify performance, aircraft limitations, terrain clearance, and any assigned restrictions.

IFH 7-17–7-18: descents and errors · IFH 7-49–7-50: electronic-display descents

A level-off is a transition, not a last-second correction

Start the level-off before the selected altitude. Vertical motion continues while pitch and power transition. The amount of lead depends on vertical speed, aircraft response, and technique. The IFH gives a starting climb technique of a lead in feet equal to about 10 percent of the vertical speed in feet per minute. At 600 fpm, a 60-foot lead is a reasonable illustration to discuss with your instructor; it is not a guaranteed capture point.

Leveling at climb airspeed requires a different power transition from leveling and accelerating to cruise. If accelerating, adjust pitch to maintain altitude as speed rises and reduce power appropriately as the selected speed approaches. If retaining climb airspeed in level flight, coordinate the pitch change with the power reduction needed for that speed.

Similarly, a descent level-off at descent speed differs from one that also accelerates to cruise. Restore the appropriate power and establish the level-flight attitude in time to stop the descent; include any anticipated speed change. Do not use one memorized lead for every descent rate and speed objective. A selected altitude or display trend vector assists anticipation but does not relieve you of the performance check.

Confirm altitude is stable, vertical-speed trend has settled near zero, and heading and airspeed meet the targets. Trim the resulting condition. If a target is overshot, make a measured correction and avoid an abrupt opposite maneuver that starts another overshoot.

IFH 7-16–7-17: climb and descent level-offs · IFH 7-48–7-50: electronic-display transitions · IFH 6-27: trend indicators as supplements

Work a climb, turn, and level-off

Study sequence: an instructor asks you to climb from 4,000 to 5,000 feet at an appropriate selected climb airspeed, then turn right from 090° to 150° after leveling. The vertical speed settles near 600 fpm. Assume normal systems, adequate terrain clearance, and an operating range appropriate to the actual aircraft.

1. Climb: establish applicable climb power and attitude. Hold the selected airspeed with suitable pitch corrections while checking heading, coordination, and power. A lower-than-expected climb rate with correct speed and power is a performance observation, not permission to sacrifice airspeed.
2. Plan level-off: the illustrative 10-percent technique gives 60 feet, suggesting beginning the transition around 4,940 feet. Refine that lead for the aircraft and actual trend. Set the appropriate level-flight attitude and power transition, verify altitude capture, and stabilize the chosen level-flight speed.
3. Turn: confirm the right turn and 150° target. If the training plan uses a 20° bank, a half-bank lead suggests beginning rollout around 140°. Monitor heading progress without omitting altitude and airspeed.
4. After rollout: verify heading 150°, altitude 5,000 feet, selected airspeed, no unintended turn, and coordinated flight. Refine and trim as needed.

The arithmetic illustrates anticipation. The correct flying technique comes from the actual aircraft and instructor-led practice. A target reminder or calculated lead cannot replace checking whether the transition is working.

IFH 7-16: climb lead and level-off · IFH 7-20–7-21: heading lead and rollout

Use the ACS as an assessment standard

ACS IV.A.S1 specifies the basic instrument-flight skill tolerances shown below. These are practical-test assessment values for this task, not aircraft limitations, a clearance tolerance, or a reason to let an observed trend continue.

Example: at an assigned 5,000 feet, a level-flight indication of 5,080 feet is within the listed altitude band, but a continuing climb trend still calls for a correction. At 5,120 feet, the altitude lies outside that band. Judge both the deviation and the response to it. Other ACS tasks have their own standards; do not substitute these values for approach or navigation-task criteria.

Common errors include excessive pitch on climb entry, delayed power during level-off, excessive bank for a small heading change, failure to reduce turn-related pitch during rollout, and chasing a lagging VSI. Fatigue, distraction, or unfamiliar displays can make each error harder to detect. Use smooth corrections, the maneuver-specific scan, suitable trim, and a manageable workload.

These explanations prepare IV.A.S1 and S2 flight training. Written answers cannot establish that you meet either skill standard. Your instructor must observe the maneuver performance and the cross-check used to achieve it.

ACS IV.A.S1/S2, printed page 10: exact tolerances and cross-check skill · IFH 7-18–7-26: common maneuver errors · IFH 7-44–7-45: electronic-display errors

FLIGHT SCENARIO

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