Roll out on the original heading using the one-third rule and holding slight forward
stick pressure to prevent ballooning.
Reset power to the normal cruise power setting (as required), reset attitude and retrim
for straight and level.
Applying the control pressures too rapidly and abruptly, or using too much backstick
pressure before it is actually needed. Remember the aircraft is flown through a
medium-banked turn before it reaches a steeper turn.
Not holding the nose attitude steady. In order to determine the appropriate
corrections, you must first establish a steady attitude and allow the instruments to
Staring at the nose and consequently applying control corrections too late. Divide
your attention. Scan your instruments, never fixating on any one instrument.
Anticipate the need for additional power and nose up. Do not wait until you are low
Gaining altitude in reversals. Not lowering nose as the wings pass the level flight
attitude, usually due to fixating on the RMI instead of scanning the horizon.
Not clearing the area before and during all turns.
LEVEL SPEED CHANGE
1. Description. Level speed changes (LSC) are taught to familiarize you with the various trim
adjustments required with changes in airspeed, power setting, and aircraft configuration.
2. General. The LSC maneuver will be commenced on any assigned heading. The sequence
is flown from normal cruise (150 KIAS) to the downwind configuration (100 KIAS), to the
landing approach configuration (90 KIAS), and then to fast cruise (170 KIAS). Because of the
numerous tasks associated with these transitions, a good outside visual scan pattern cannot be
overemphasized. You will experience changes in aircraft attitudes and control pressures during
each transition. These attitudes will be utilized throughout your primary training and the stick
pressures will be relieved through proper trim technique. Your instructor will require you to fly
the aircraft at various angles of bank in the downwind and landing approach configurations to
experience the way in which the aircraft handles at these slower than normal airspeeds. Angle of
bank in both the downwind and landing approach configurations will not exceed 30º. During
these turns, additional power must be applied to maintain airspeed with attitude adjustment to
maintain altitude. During later stage flights, the approach turn stall will normally be done while
in the landing approach configuration.
FLIGHT PROCEDURES 6-19