VIII.A.

Straight and Level Flight

References: FAA-H-8083-3; FAA-H-8083-25

Objectives The student should develop the ability to maintain straight-and-level flight primarily through
the use of outside visual references. The student should be able to reference the instruments
inside the airplane to ensure straight-and-level flight is continued. The ability to effectively
trim the airplane for straight-and-level flight should also be developed.

Key Elements 1. Control Pressure

2. Outside 90%, Inside 10%
3. Trim the airplane

Elements 1. Flight Controls

2. Control Pressures and Overcontrolling
3. Integrated Flight
4. Level Flight
5. Straight Flight
6. Power
7. Trim Procedure

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 how to make adjustments to keep the airplane in straight-and-level
Standards flight. He or she can also relieve the control pressures by trimming the airplane and provides
light, positive, proactive control pressures when the airplane attitude needs to be corrected.
 VIII.A. Straight-and-Level Flight

Instructors Notes:

Introduction:
Attention
Straight and level flight is the basis of everything dealing with flying. Every maneuver is based off a solid
ability to maintain straight and level flight. It is the ground work for your flying abilities, and as simple and
boring as it sounds, it is unbelievably important.

Overview
Review Objectives and Elements/Key ideas

What
Straight and level flight is flight in which a constant heading and altitude are maintained. It is accomplished by
making immediate and measured corrections for deviations in direction and altitude from unintentional slight
turns, descents, and climbs

Why
It is impossible to emphasize too strongly the necessity for forming correct habits in flying straight and level.
All other flight maneuvers are in essence a deviation from this fundamental flight maneuver. It is not
uncommon to find a pilot whose basic flying ability consistently falls just short of minimum expected
standards, and upon analyzing the reasons for the shortcomings we discover that the cause is the inability to
fly straight and level properly.

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
 Overall Effect
a Causes the tail of the airplane to move down and the nose to pitch up
b The pitching moment occurs about the CG
1. Strength of the pitching moment depends on the distance between the CG and the
horizontal tail surface
b. Forward pressure
 Deflects the trailing edge of the elevator surface down
a Increases the camber, creating more lift (less tail down force)
 Overall Effect
a Causes the tail to move upward and pitches the moment down
b The pitching moment occurs around the CG
C. Roll
i. Controlled by the ailerons

1
 VIII.A. Straight-and-Level Flight

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
 Opposite of above
D. Yaw
i. Controlled by the rudders
a. When the rudder is deflected into the airflow, a horizontal force is exerted in the opposite
direction
 Pushing the left pedal moves the rudder left
a This alters the airflow around the vertical stabilizer and rudder creating a sideward lift
that moves the tail to the right and yaws the nose of the plane to the left
 Right does the opposite
2. Control Pressures and Over-controlling
A. It is important to maintain a light grip on the flight controls
i. Only grip with the fingertips
B. The control forces desired should be exerted lightly and just enough to produce the desired result
i. CE - Control pressure rather than control movement
a. Smooth pressure, not jerky movements
ii. Student performs the maneuver with the instructor to feel the control pressures being used to
maintain straight and level flight
a. Shows little control movements are necessary
b. Student becomes more confidence through the procedures
3. Integrated Flight Instruction
A. Each flight maneuver is learned first by outside visual references and then by instrument references only
i. Instruction in the control of the airplane by outside visual references is integrated with instruction in
the use of flight instrument indications
ii. This will also help the student develop a habit of monitoring the flight and engine instruments
4. Straight and Level Flight
A. The objective of straight and level flight is to detect small deviations from laterally level flight as soon as
they occur, necessitating only small corrections
5. Level Flight
A. A matter of consciously fixing the relationship of the position of some portion of the airplane, used as a
reference point, with the horizon
i. Want to learn to associate the movement of references with the forces which produce it
a. Develops the ability to regulate the change desired in the airplane’s attitude
B. Pitch (Constant Altitude)
i. Outside
a. Select a portion of the airplane’s nose or instrument glare shield as a reference point and
keeping that point in a fixed position relative to the horizon
ii. Inside
a. To determine whether or not the pitch attitude is correct, the outside reference should be cross
checked occasionally against:
 The altimeter
 The attitude indicator

2
 VIII.A. Straight-and-Level Flight

a To show the position of the nose in relation to the horizon

 VSI
a To show any trends forming
 Airspeed Indicator
a Faster airspeed = Descending
b Slower airspeed = Climbing
iii. Corrections (Control Procedure)
a. If altitude is being lost or gained, the pitch attitude should be readjusted in relation to the
horizon, then the altimeter should be checked to determine altitude is being maintained
b. Elevators are the control
 Forward or back elevator pressure is used to control the pitch attitude
a Increasing pitch attitude (back pressure) raises the nose in relation to the horizon
b Decreasing pitch attitude (forward pressure) lowers the nose in relation to the horizon
c. Note the relationship between control pressure and the airplane’s change in attitude
6. Straight Flight
A. Bank
i. Outside
a. Both wingtips should be equidistant above or below the horizon
b. Also, select two or more outside visual reference points directly ahead of the airplane (e.g.
roads, towns, lakes, buildings, anything really)
 Form an imaginary line between them and keep the airplane headed along that line
a If the points move out of alignment make the necessary corrections to realign the
airplane
 Similar to the site on a gun
a Line up the ‘V’ with the point at the end of the barrel
1. Line up the two points like a gun
ii. Inside
a. To determine whether or not the bank attitude is correct, the outside reference should be cross
checked occasionally against:
 The heading indicator
a To determine that the desired heading is maintained
 The attitude indicator
a To ensure the wings are level
 Turn Coordinator
a To ensure we are coordinated and that we are not in a turn
 Magnetic Compass
a Again, to determine the desired heading is maintained and to ensure the HI is correct
iii. Corrections (Control Procedure)
a. If the airplane is banking in one direction or the other, the bank should be readjusted to put
both wings an equal distance from the horizon
b. Ailerons are the control
 Right aileron pressure (turns right) results in the left wing raising and right wing lowering
 Left aileron pressure (turns left) results in the right wing raising and the left wing lowering
c. Note the relationship between control pressure and the airplane’s change in attitude
d. CE - It’s important not to correct heading errors by yawing the airplane
 Maintain a coordinated flight condition throughout straight and level flight
 Slows the airplane since the fuselage is put into the relative wind

3
 VIII.A. Straight-and-Level Flight

7. Power
A. Airspeed will remain constant in straight and level flight with a constant power setting
B. Outside
i. Changes in power settings (airspeed) will require considerable changes in pitch attitude to maintain
the airplane’s altitude
C. Inside
i. Cross check changes in airspeed with the Engine RPM and/or manifold pressure gauges
a. Increases will result in climbs if no changes are made to the pitch attitude
b. Decreases will result in descents if no pitch changes are made to the pitch attitude
D. Corrections (Control Procedure)
i. As power is increased or decreased pitch attitude may be affected
a. Use the same procedures described above in the Pitch section
8. Trim Procedure
A. The airplane is designed so that the primary flight controls (rudder, aileron, elevator) are streamlined
with the non-movable airplane surfaces when the airplane is cruising straight and level at normal weight
and loading
i. If the airplane is out of that balanced condition, one or more of the control surfaces is going to have
to be held out of its streamlined position by continuous control input
a. Trim tabs relieve the pilot of this requirement
 If the airplane is trimmed properly and the air is smooth, straight and level flight requires
almost no application of control pressure
B. Trimming the Airplane
i. Set the Power
ii. Set the Pitch
iii. Let the Airspeed stabilize
iv. Trim the airplane for an airspeed
a. If power changes AS will change and therefore the pitch attitude will change, requiring the plane
to be re-trimmed
b. Method
 Establish and hold the airplane in the desired attitude using the primary flight controls
a Proper attitude should be established with reference to the horizon and then verified by
reference to the flight instruments
 Then apply trim to relieve whatever pressure was required
a The airplane attitude must be established and held first, then control pressures trimmed
out so that the airplane will maintain the desired flight attitude in “hands off” flight
v. CE - Use trim frequently and in small amounts
vi. CE - Trying to fly the airplane by the trim tabs is a common fault in basic flying technique
a. Don’t do it
C. Any control pressure the pilot feels should be a result of deliberate pilot control input during a planned
change in airplane attitude
i. It should not be a result of pressure being applied by the airplane because the pilot is allowing it to
assume control

4
 VIII.A. Straight-and-Level Flight

Common Errors:
 Failure to crosscheck and correctly interpret outside and instrument references
 Application of control movements rather than pressures
 Uncoordinated use of flight controls
 Faulty trim procedure

Conclusion:
Brief review of the main points
Level flight is maintained through pitch. We monitor pitch by keeping the reference point off the nose of the
plane in the same place on the horizon and referencing the altimeter and attitude indicator. Level flight is
controlled with elevator pressure. Straight flight is maintained through roll. We monitor bank by keeping an
equal distance above each wing and the horizon as well as lining up two points in front of the airplane and
keeping them in line. These visual references are cross checked with the heading indicator as well as the
attitude indicator. Trim is essential in relieving the pilot of the control pressures necessary to maintain level
flight. We should trim frequently and in small amounts in order to obtain and maintain straight and level flight.