ATTITUDES OF FLIGHT

[Applause] [Music] [Applause] we previously demonstrated the various controls of the airplane with the exception of the throttle which varies the power output of the engine we're not attempting to give you a course in the theory of aerodynamics for some understanding of the engines job may help you when you're flying for instance the power plant of any ground hornby co-produces forward motion simply to take you where you want to go but the power plant of an airplane for yours is forward motion first of all my airplane fly and secondly to take you where you want to go driving along a level higher an automobile if you close the throttle by taking your foot off the gas used as we slowed down and saw get an airplane and level flight if you cut off the power and hold the plane level as soon as it's forward motion falls below a certain speed it will start to sing an automobile going uphill is traveling in the direction his nose is pointing but an aeroplane may have its nose pointed out in a climbing attitude and still be flying a perfectly level course not climbing at all in fact the airplane maybe in this attitude and actually be going down or it may be flying in perfectly level attitude and yet be steadily going up gaining altitude previously we stated that one the wing of an airplane is tilted up it wants to go but it still the Don wants to go down that's true it does want to do these things but its ability to do them depends upon the power of the engine without power no airplane can stay in the air very long the pull of gravity makes you want to come down and once it is down makes it want to stay on the ground that nurse drag which this price of all the airplane back you can observe the effects of drag when you pour your hands or water the faster you try to move your hands or more the water tries to hold it back likewise the air is constantly trying to hold the airplane back to counteract the forces of gravity and drag we have the power of the engine to pull the airplane through the air this horse is also referred to as thrust as the power of the engine creates another pole to overcome train the plane moves forward and the air passing over and under the wings create litter making them want to go up the greater the forward speed the greater the tendency of the wings to rise so whenever a plane has enough forward speed to create enough leather to overcome gravity the plane will take off and fly whenever the force of liz is greater than the force of gravity that starts the plane on an awkward course gaining altitude whenever the force of litter is less than the force of gravity and starts the plane on a downward course losing altitude will never list and gravity are exactly both the plane will continue on whatever course is already been established whether that be up put down or straight level so a plane may remain in perfectly level attitude and still gain or lose altitude depending upon these variations in power or full as it varies the planes speed however the rate at which a plane gains or loses altitude it's not determined by air speed alone but by a combination of air speed and attitude when the wings of a plane are tilted are they want to go if at the same time there's plenty of power they will go out however if you were used to throttle the wings still want to go out but since it's not hard to take them up quite so steeply a compromise is open the plane goes I put a more shallow angle so you see the performance of an airplane depends as much on what you do with your at the dev on what you do with your taking rudder and incidentally since it's the case keep your hand on the throttle as much of a time as possible except when you are trimming the place but you're cruising along in straight and level flight you will carry roughly about one-third to one-half throw the tachometer on your instrument panel will tell you that the engine is turning over at the rate of 1750 to 1830 revolutions per minute which is best site for cruising in this particular type play with the throttle at this study and the plane in approximately D level at you should be able to maintain a level course without gaining or losing altitude now open the throttle to about the pre-quarters position at the same time ease your nose tough to about here it's the climbing attitude for this particular flight in this attitude the plane will travel upward at about this angle let's say that n is correct or most efficient climbing attitude the plane would gain this much altitude in 10 seconds time if you pull the nose up any higher they do about here you decrease your airspeed and although you might be climbing at a slightly steeper angle you gain altitude more slowly in 10 seconds you'd be about here instead of here if you drop the nose below the correct slapping attitudes they to about here you would travel upward at this angle again you would gain altitude more slowly though the correct climbing attitude is that attitude at which you will gain altitude the fastest at the established climbing throttle fest keeping the plane in the climbing attitude is hard work the six keeps wanting to go forward because the nose doesn't want to stay upset what you have to nose in the desired position then the plane until oil pressure is also sick making you keep it keep the nose where you want now I'll take a good look at the position of the nose in relation to the variety and notice the distance of the top wing and the broomsticks order spreaders apart the horizon another cue to be correct climbing out who is the sound of the engine it's working harder than sit in level flight but it still sound alright before we rose up too high you can hear the engine begins a laborer you can see and feel like vibrate in the plane if we let the know things below the correct climbing attitude the engine will feed up take little time to speed up or slow down as the attitude changes listen again as we bring the nose back up to the correct climbing attitude and notice that the sound of the engine changes rather slowly when we're ready to bring the plane back to level flight we first he's the nose back down to the level attitude san a few seconds later extra speed has had a chance to pick up a little we bring the throttle back to the setting for cruising and trip the plane for Creighton level flight next let's find out about the slide to enter it ride we bring the throttle all the way back please the nose down to about this attitude trimming the plane for the glide as soon as we have the nose where we want in the correct or most efficient gliding attitude the plane will be standing approximately this tangle suppose for example that we were attempting to glide into a field here from this point under normal wind conditions let us say the correct lighting angle would put us comfortably within the limits of the field but if we were to shower off the glide and bringing the nose up by the state of about here we would reduce our forward speed cutting down the list and we would come down at this angle instead of stretching the blind bring the nose up would shorten it chances are we under shoot the field coming down about here if on the other hand we were to deepen the client's dropping the notes below the correct riding attitude we would be sent at this angle and at the same time we would also build up excess speed we would again run the risk of undershooting so the correct gliding attitude is that attitude in which the plane will glide the fruit so you see how important it is to get acquainted with the correct lighting egg notice the position of the nose below the right and the top wing which is down much closer to provide that's about the way the glide look here's now it's tough it's a nose wanders up out of the gliding attitude to found quiet South this looks long for the crime and sounds wrong so bring the nose back down again to the correct attitude and those get down to low for the grinding attitude you get a higher-pitched hum and the Ricky [Applause] thus you will soon begin to get the feel of the crime [Applause] at this point there a couple of other things we need to know about the behavior of the airplane let's do some experimenting first sing to us that our plane is friend up four straight and level flight some place we have pointed out previously can also be flown straight and level at cruising speed with feet off the rudder pedals but place we speak up as being well rate now let us once more simultaneously ads model and each the knows how smoothly into the climbing attitude it's in the plane for the climb until it will remain in that attitude hands off but now if we take our feet off the rudder pedals the nose swings off or yours to the left this tendency of the plane to fall off or yaw to the left under certain conditions is sometimes referred to as the effect of tortoise if you put the plane back into straight level flight at cruising throttle the tendency of the plains of your to the left again the spinners this is because the manufacturer has so rigged the plane that is more or less counteracts annoying tendency when in straight and level flight at cruising speed but if we cut the throttle and push over into a Clyde there may even be a tendency for the nose to your slightly to the right due to over correction of the rigging built in by the manufacturer although this will probably be very slight but no two planes are exactly alike in this respect even though they may have come off the production line side by side there are a hundred little variations which may cause minor differences in the rigging but if every plane is different how do you know how much rudder to use you use whatever rudder is required from swinging off the course you want to pry take a couple of points on the horizon and keep the flame right on that heading being careful to keep your wings left if the nose starts to pull over to the left he's on a little right rudder pressure just enough to bring the plane back on heading and keep it there if its wings off to the right view / correct so ease off a little of that right rudder pressure just enough to allow the flame to come back to the exact setting you want but don't stare at the nose don't put on the blinders glance at the ground from time to time so you'll always know where you are keep the eyes busy use that roving gaze strangely enough it's easier to keep the nose right on heading if you don't concentrate on it too hard and whatever you do keep your wings level except when you're in a turn if you fly with one wing low you're doing one of two things you're either turning your nose is pulling away from your heading or you're slipping you're not in balance flight so always be conscious of the attitude of your wing now the next fundamental maneuver in the syllabus the gliding turn starting from the gliding attitude used simultaneously apply aileron and rudder then once the turner started holds a degree of Bank you've established using opposite a or on if necessary and relax whatever rudder pressure you added to start the turn when you're ready to recover apply opposite aileron and rudder in such a way that the nose stops moving at the same instant the wings reach the level attitude let's try another one [Applause] perhaps the most difficult turn to get on to is the last climbing turn in a straight line we've seen that you usually have to carry it with you look right brother to keep the nose on heading so when entering a less climbing turn he's awful little on your right rudder if your other adjustment is correct you get a smooth well-balanced turn anything if your nose moves too fast for the amount of bank you have on you probably eat off too much on your right rudder if the nose stops or doesn't move fast enough chances are you having eased off enough but you'll be able to tell when you hit it just right by the smooth precision with which the plane enters the turn [Applause] then when a turn is established he's that right rudder forward again replacing what you took off to start the turn and hold your rate of turn keeping that nose moving steadily and the same distance above the horizon throughout the term when you're ready to come out of the turn you'll have to add even more right rudder than you've been carrying in entering a light climbing turn you begin with whatever right rudder you've been carrying in a straight climb adding to this is much more right rudder as you need to start the turn as soon as the turn is established he's off that handed right rudder at the same time you neutralize the aileron in recovering from the turn instead of adding left rudder simply ease off a little more on the right rudder if you have trouble experiment gently with your rudder pedals until the turn looks right and feels right [Applause]