VIII.D.

Straight Descents and Descending Turns

References: FAA-H-8083-3

Objectives The student should develop knowledge of the elements related to straight and turning
descents and have the ability to maintain a constant airspeed descent in both situations.

Key Elements 1. Decreased Drag

2. Coordination
3. Crosschecking

Elements 1. Flight Controls

2. Forces of Flight
3. Types of Descents
4. Integrated Flight Instruction
5. Straight Descents
6. Turning Descents
7. Overcoming Tenseness and Over Controlling

Schedule 1. Discuss Objectives

2. Review material
3. Development
4. Conclusion

Equipment 1. White board and markers

2. References

IP’s Actions 1. Discuss lesson objectives

2. Present Lecture
3. Ask and Answer Questions
4. Assign homework

SP’s Actions 1. Participate in discussion

2. Take notes
3. Ask and respond to questions

Completion The student understands the factors related to descents and can properly perform a descent
Standards while in straight or turning flight.
 VIII.D. Straight Descents and Descending Turns

Instructors Notes:

Introduction:
Attention
Straight and turning descents are the final part of the fundamentals of flying. This along, with the others, is
what everything else in flying builds upon. Getting these maneuvers right will make all other flight
considerably easier.

Overview
Review Objectives and Elements/Key ideas

What
A descent is made when the aircraft is put in a configuration which will result in a loss of altitude.

Why
Descents are a fundamental part of flight, understanding and being properly performing a descent will result
in everything else being considerably easier.

How:
1. Flight Controls
A. Axis of Rotation
i. Pitch - Lateral Axis
ii. Roll - Longitudinal Axis
iii. Yaw - Vertical Axis
B. Pitch
i. Controlled by the elevators
a. Back pressure
 Deflects the trailing edge of the elevator surface up
a Decreases the camber of the elevator and creates a downward aerodynamic force
 Causes the tail of the airplane to move down and the nose to pitch up (About the CG)
b. Forward pressure
 Deflects the trailing edge of the elevator surface down
a Increases the camber, creating more lift (less tail down force)
 Causes the tail to move upward and pitches the moment down (About the CG)
C. Roll
i. Controlled by the ailerons
a. Controls to the right
 Right aileron deflects up decreasing the camber resulting in decreased lift on the right wing
 Left aileron deflects down increasing the camber resulting in increased lift on the left wing
a The increased lift on the left wing and the decreased lift on the right wing causes the
airplane to roll to the right
b. Controls to the left are opposite
D. Yaw
i. Controlled by the rudders
a. When rudder is deflected into the airflow, a horizontal force is exerted in the opposite direction
 Pushing the left pedal moves the rudder left
a Airflow is altered around the vertical stabilizer/rudder creating a sideward lift

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 VIII.D. Straight Descents and Descending Turns

1. This moves the tail to the right and yaws the nose of the plane to the left
b. Right does the opposite
2. Forces of Flight
A. In a descent, weight no longer acts perpendicular to the flightpath
i. It acts in a forward direction
a. Decreases total drag requiring a decrease in thrust to balance forces
 By not decreasing thrust AS will increase
3. Types of Descents
A. Partial Power Descent
i. The normal method of losing altitude is to descend with partial power
a. The AS and power setting recommended by the manufacturer should be used
ii. The target descent rate should be 400 – 500 fpm
iii. The desired AS, pitch attitude, and power combination should be preselected and kept constant
B. Descent at Minimum Safe Airspeed
i. A nose-high, power assisted descent primarily used for clearing obstacles during an SF approach
a. AS is usually recommended by the manufacturer
ii. Characteristics
a. Steeper than normal descent angle
b. Excessive power may be needed accelerate at low airspeed should an excessive descent develop
C. Glide
i. A basic maneuver in which the airplane loses altitude in a controlled descent with little or no power
a. The descent rate is controlled by balancing the forces of gravity and lift
ii. CE – Clear the engine when operating in a power off condition for an extended period of time
4. Integrated Flight Instruction
A. flight maneuvers should be learned first by outside visual references and then by instrument references
5. Straight Descents
A. Entry
i. Reduce the power to the desired setting (or idle)
a. Maintain a constant altitude with back elevator pressure until the AS decreases to that desired
 Once the AS is reached, lower the nose to the attitude to maintain the AS and trim the plane
B. Maintaining
i. Once stabilized, crosscheck ASI to ensure the desired descent speed is being maintained
ii. Adjustments
a. If the AS is high, slightly raise the nose and allow the AS to stabilize to confirm the adjustment
b. If the AS is low, slightly lower the nose and allow the AS to stabilize to confirm the adjustment
iii. Once at the desired AS, note the nose in relation to the horizon and the position on the AI
iv. CE - Failure to cross-check and correctly interpret outside and instrument references
v. Trim the airplane to relieve the control pressures
vi. CE - Uncoordinated use of the flight controls
C. Level Off
i. The level off must be started before reaching the desired altitude
a. Begin the level-off at a distance equal to about 10% of the rate of descent (VSI)
 EX: If descending at 500 fpm, start the level off 50’ prior to the desired altitude
ii. Simultaneously raise the nose and increase the power to the desired cruise setting
a. Adding power and increased AS will tend to raise the nose
 Apply appropriate elevator pressure and adjust the trim to relieve the pressures
6. Turning Descents

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 VIII.D. Straight Descents and Descending Turns

A. Entry
i. Enter the turn after the descent has been established
ii. Simultaneously adjust the bank and pitch attitudes
a. Establish the desired bank angle with reference to the AI and horizon
B. Maintaining
i. Once stabilized, crosscheck ASI to ensure the desired descent speed is being maintained
ii. Pitch adjustments are made in the same way as in a straight descent
iii. Bank Adjustments
a. Increase or decrease the bank as necessary to maintain the desired bank angle
b. Adjusting bank can have an effect on the AS and pitch will need to be readjusted
 Increasing bank, will require a lower pitch attitude to maintain AS
 Decreasing bank, will require an increase in pitch attitude to maintain AS
iv. Once at the desired AS, note the nose in relation to the horizon and the position on the AI
v. CE - Failure to cross-check and correctly interpret outside and instrument references
vi. Trim the airplane to relieve the control pressures
C. Maintain Coordination
i. Without power the left turning tendencies are greatly reduced
ii. Adverse yaw still exists – Maintain coordination during the turn with reference to the inclinometer
iii. CE - Uncoordinated use of the flight controls
7. Overcoming Tenseness and Over controlling
A. Use fingertip control to avoid gripping too tightly
B. CE - Application of control movements rather than pressures
C. Demonstrate the maneuver with the student’s hand/feet on the controls so they can feel the pressures
i. Demonstrates comfortable control pressures and little control movements are needed
D. Build the student’s confidence

Common Errors:
 Failure to cross-check and correctly interpret outside and instrument references
 Application of control movements rather than pressures
 Uncoordinated use of the flight controls
 Faulty attitude and bank control
 Failure to clear engine and use carburetor heat, as appropriate

Conclusion:
Brief review of the main points
Descents are part of the foundation of flying and as simple as they sounds, they are extremely important. As in
all of the fundamentals of flight it is important to learn to fly the airplane by visual references and back those
references up with the instrument indications.