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                                FLIGHT INSTRUCTOR'S MANUAL                             65


  The exercises in these turns should be through an arc of at least 180° of turn. This will permit the student to definitely establish his turn, feel out the controls, and correct his errors. At the end of the 180°, he should recover to the straight climb without raising or lowering the nose in the process and, after a short period of straight climb, enter a bank of the same degree in the opposite direction for 180°, and so on until enough altitude has been gained to make it advisable to dissipate some of it by gliding.
  Proficiency will be developed faster if the student corrects one thing at a time; that is, either the turn or the angle of climb first, and then the other.  Later simultaneous corrections will come of experience and practice.
  As proficiency develops, the various combinations of steepness of turn and steepness of climb should be added throughout the power range of the aircraft.  That is, first a shallow climb and a steeper bank, up tp the limits of a medium bank, then a steep climb and a shallow bank, and then the various combinations throughout the range.
This will give the student excellent practice in coordination, since due to varying speeds, attitude and power use, there will be a constant varying relationship of the control pressures required, cause by each of these factors affecting each of the controls differently.  It will quickly show up any mechanical habits and allow the development of a true coordination based entirely on "feel" of the aircraft and control touch.
  Climbing turns are used as much or even more than any other maneuvers, except straight and level flight, and with too many students they are given too little attention.  This has resulted in many poorly trained pilots since the fundamental lessons to be learned during their perfection are, unfortunately, never learned.
Some of the more common and outstanding faults are as follows:
  1. Use of the controls by positive movements rather than pressures.
  2. Too much holding off on the bank with the ailerons and rudder, resulting in very little turn, mostly a climb with a wing low.  This results in a more disagreeable sensation to passengers and particularly to the instructor.
 3. Inability to recognize the climbing limits, or the proper angle of climb for the degree of bank and power being used, resulting in decreased rate of climb or "mushing."  In other words, trying to climb too steeply.
 4. Misapplication of the controls resulting in a slip which is counteracted by the climb.  This in turn results in very little or no fain in altitude due to the stalemate of forces.  It is a very common fault.
 5. Inability to hold one or more of the following: Constant rate of climb or angle of climb, constant bank, or constant rate of turn.
 6. Skidding.  This is probably the most dangerous of tendencies or habits.  Skids are bad in any maneuver, but are particularly dangerous in climbing turns.  If prolonged in a steep climb, particularly in one too steep, a spin will invariable result, even in airplanes that may be difficult to spin intentionally.
 7. Tension near the ground.  This is probably a normal reaction but it gives the instructor an excellent opportunity to point out the neces-