Flight Lesson 4

Lesson 1.4 – Airwork 2 Date: 02-09-2025

Introduction

We started by reviewing previous material and then went deeper into the theory of nose attitude.
During the flight we practiced slow flight, throttle effects on nose attitude, gliding, and trimming.

First, we discussed some theory.

At take-off, we use different speeds for different phases:

• Vr – Rotation speed

  • In a Cessna 172: ~55 knots (102 km/h)

• Vx – Best angle of climb (maximum altitude gain for distance)

  • In a Cessna 172: ~65 knots (120 km/h)

• Vy – Best rate of climb (maximum altitude gain for time)

  • In a Cessna 172: ~75 knots (139 km/h)

• Vg – Best glide speed (engine failure)

  • In a Cessna 172: ~65–68 knots (124 km/h)

These speeds are marked on the Garmin G1000 primary flight display:

https://justinverstijnen.nl/wp-content/uploads/2025/09/jv-media-4498-1dbb77554412.png

And they correspond to the take‑off phase like this:

https://justinverstijnen.nl/wp-content/uploads/2025/09/jv-media-4489-ac78e0128a47.png

During take-off:

• We rotate at Vr (55 kts) to lift the aircraft off
• We initially climb at Vx (65 kts) to clear obstacles
• After ~200 ft AGL, we perform the after take‑off checklist:
  • Flaps up
  • Climb at Vy (75 kts)

Effect of throttle and the nose

Throttle input directly affects nose attitude:

• More throttle / RPM → Nose rises
• Less throttle / RPM → Nose lowers

When trimming and stabilizing the aircraft, throttle can be used to help level off and maintain a steady attitude.

Gliding

During descent from approximately 2000 ft to 700 ft, we performed a glide.

• Normal descent: ~1800 RPM
• Glide: Engine at idle

While gliding, we trimmed the aircraft with a slightly nose‑up attitude. This resulted in minimal engine noise and was a great exercise for understanding glide paths during engine failure scenarios.

Trimming

Trimming is essential for stable, level flight.
It means correcting pitch for a specific combination of throttle, altitude, pressure, and speed.

A correctly trimmed aircraft maintains altitude without continuous control input.

Procedure:

1. Reach the desired altitude
2. Correct with the yoke (push or pull)
3. Trim away the yoke force by trimming nose up or down

Trim logic:

• Trim down: Turn the trim wheel up
• Trim up: Turn the trim wheel down

Although this feels counter‑intuitive, it mirrors the direction you would move the yoke.

Briefings

We practiced creating standardized briefings following the principle:

Say what you do, do what you say

Taxi Briefing

• Mention taxiways
• Mention hotspots
• Stay clear of taxiway centerline to avoid “chimneys”
• Check turn coordinator, compasses, and attitude indicator by steering right, then left
• Park the aircraft at a 45° angle to the runway for run‑up

Departure Briefing

• State the departure runway
• Mention base leg and final checks
• Confirm full throttle on take-off
• Engine failure or fire with runway remaining
  • Including failures before rotation speed
• Engine failure or fire without runway remaining
  • Forced landing
• State Vr, Vx, Vy (55 / 65 / 75)
• At 200 ft:
  • Flaps up
  • Climb to 700 ft
  • Leave circuit at 45° (e.g. 305° for RWY 26, 225° for RWY 18)

The flight details

https://justinverstijnen.nl/wp-content/uploads/2025/09/jv-media-4498-393b981f138d.png

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