Which of these is cheating?

"Mxsmanic" wrote in message

For example, lately I've had a tendency to adjust climb or descent
rates (and altitude to a lesser extent) by making thrust adjustments,
rather than changes in pitch. I seem to recall someone telling me
that this was legitimate, but now I can't find the reference.

In general, you're on the right track. Power is altitude; pitch is
airspeed.

John Gaquin writes:

In general, you're on the right track. Power is altitude; pitch is
airspeed.

OK, thanks. So this is true in all configurations, or only during
certain phases of flight like an approach?

If I'm cruising, is it better to adjust throttles to maintain
altitude, or to set trim, or both, or what? The aircraft seems to
have a natural tendency to climb above a certain thrust setting, and a
natural tendency to descend below that setting (at exactly the right
setting, it will stay level). With full throttle, I have to trim by
2+ degrees to stay at the same altitude. If I use throttle to control
altitude, I can keep neutral trim, but sometimes I end up moving a lot
more slowly than the aircraft is capable of.

Which technique is the way that most real pilots actually use? It's
nice to get somewhere faster, but setting so much downward trim makes
me uneasy for some reason.

Is it ever appropriate to add power in a long turn in order to
maintain altitude?

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"Mxsmanic" wrote in message

OK, thanks. So this is true in all configurations, or only during
certain phases of flight like an approach?

Very few things are true in all configurations. Every time you want to
change an aircraft's configuration, you are adjusting a fine balance between
pitch and power. Usually, what you're seeking is stability. In general, a
more lasting, stable outcome will be achieved if you think of altitude
change in terms of power, and airspeed change in terms of pitch.


If I'm cruising, is it better to adjust throttles to maintain
altitude, or to set trim, or both, or what?

When setting up in cruise, do not drive the plane like most people drive a
car. You should start with a preplanned setting in mind: "I am going to
cruise at 2200 rpm and 21 inches". After you attain your altitude and
reduce to this power setting, you would then gradually trim the airplane so
it is flying level at that setting. Your speed will be what it is, plus or
minus a few knots indicated.

John Gaquin writes:

When setting up in cruise, do not drive the plane like most people drive a
car. You should start with a preplanned setting in mind: "I am going to
cruise at 2200 rpm and 21 inches". After you attain your altitude and
reduce to this power setting, you would then gradually trim the airplane so
it is flying level at that setting. Your speed will be what it is, plus or
minus a few knots indicated.

Is maintaining a specific altitude important under VFR, or is it okay
to drift over a broad range? I admit that I don't necessarily see a
compelling reason to fly at 6000 rather than 4000 (or vice versa) in
most cases, or anywhere in between.

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VFR Denver Jeffco (KBJC) to Greeley (KGXY). What altitude is best?
Distance is not far (25 miles or so), so no need to climb very high (to
catch tailwinds). Over moderately populated area of 5000', so need ot
be AT LEAST 6000' high. Denver Class B is at 10,000' and 8000' above,
so want to stay below those, Ft Love (KFNL) approaches, which are in
practice and along the route are usually flown at 7000-7500', so avoid
those. It is determined best altitude is 6500' (might as well obide by
the hemisphere rule at least so far as flying the 500's even though I
am less than 3000' AGL and dont legally need to).

And that is without any clouds to consider.

"Mxsmanic" wrote in message

I admit that I don't necessarily see a
compelling reason to fly at 6000 rather than 4000 (or vice versa) in
most cases, or anywhere in between.

Neither of these are legal VFR cruise altitudes where I fly.

Steve Foley writes:

Neither of these are legal VFR cruise altitudes where I fly.

Then fly at a legal VFR altitude. Once there, do you carefully hold
the altitude, or do you allow it to drift?

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IFR standards are approx -+100'. Most of try for -+50'. Not easy at
first. Gets easier after a while. You have to keep glancing at the
altimeter.

"Mxsmanic" wrote in message

Is maintaining a specific altitude important under VFR, or is it okay
to drift over a broad range? I admit that I don't necessarily see a
compelling reason to fly at 6000 rather than 4000 (or vice versa) in
most cases, or anywhere in between.

Cruising altitudes are assigned or recommended, appropriate to
circumstances. The pilot must be able to put, and keep, his aircraft where
it is supposed to be, within specifically defined parameters. If your
desired cruising altitude is 5500 feet, you should not be fluctuating
between 5200 and 5800. With some experience and proper attention to your
craft, you ought to be able to keep it within 25 feet or so. FAA minimum
standards are somewhat broader.

Mxsmanic wrote in
:

Is maintaining a specific altitude important under VFR, or is it okay
to drift over a broad range? I admit that I don't necessarily see a
compelling reason to fly at 6000 rather than 4000 (or vice versa) in
most cases, or anywhere in between.


Is remaining within the lines of a highway important, or is it OK to swerve
in and out of moving traffic?