Aircraft attitude
Attitude components
see also aircraft attitudePitch
*Pitch is the vertical relationship between the nose and horizon. Since the pilot / cockpit and nose of the aircraft are all moving together, the ''pitch attitude'' is seen as the ''ratio'' of visible sky to ground in the view ahead. The exact ratio of ''sky to ground'' visible in the forward window will vary from one aircraft type to another. In a typical light aircraft, the ratio might be 2/3 ground and 1/3 sky when the aircraft is in the ''cruise attitude'' Increasing the pitch attitude (nose up) (making more ''sky'' visible) * Airspeed will decrease * Rate of climb will increase ''(or rate of descent will decrease)'' * Load Factor will increase Decreasing the pitch attitude (nose down) (making more ''ground'' visible) * Airspeed will increase * Rate of descent will increase ''(or rate of climb will decrease)'' * Load Factor will decreaseRoll
Roll or bank is how much the nose "tilts" to the left or right. It can also be thought of as the angle the horizon makes in the window. The bank angle ranges from 0 to about 30 degrees under normal circumstances. Larger bank angles are used inYaw
Yaw refers to the direction in which the nose of the aircraft is pointing. It is the left-right movement of the nose across the horizon. It is possible for the nose of the aircraft to be pointing in a different direction from that in which the aircraft is moving. This usually occurs in a turn, and is called ''slip'' (if the aircraft is moving sideways into the turn) or ''skid'' (if it is moving outwards). Yaw is almost impossible to detect by visual references. In fixed-wing aircraft it is detected by references to the ''slip indicator''. Gliders usually have a piece of string mounted in the pilot's vision which indicates airflow over the glider, and is called the ''yaw string''.Attitude types
Cruise attitude
An aircraft is usually designed so that the "horizon/nose sight picture" that the pilot sees in cruising flight is similar to that seen when thePitch (nose-up) attitude
To make an aircraft climb, i.e. gain altitude, the pilot will ''raise the nose'' higher than it is in the cruise attitude. For many light aircraft, this will correspond to a sight picture where the aircraft nose appears to be on or ''just slightly above'' the horizon. The amount of movement will typically not exceed 10-15 degrees. If the pilot does not adjust the engine power by increasing the=Types of climb
= The pilot controls the rate of climb, and the airspeed during the climb by the combination of the pitch attitude and power setting. He will choose the pitch-power settings according to the amount of altitude gain required or how quickly it is desired to climb, or if a constant airspeed is desired. Every aircraft type has limits on the pitch-power settings that can be used for climbing flight. Typically it is the pitch attitude which is the more limiting factor. Somewhat like an automobile, if the "slope" is made too steep, by an excessive increase (nose up) in pitch-attitude, the aircraft will lack sufficient power to climb, and in an extreme nose-up attitude, the airspeed may decrease to the point where the aircraft will stall. (Some aircraft have a duration limit for a particular power setting) There are 3 common types of climb: ; Cruise : This is usually used after takeoff when the aircraft has reached a safe height and there is no further urgency to climb. The objective is to combine an adequate climb rate with maximum forward speed. The airspeed will typically be around eighty to ninety percent of cruise speed for a light aircraft. ; Max Rate : The objective is to climb at the greatest rate of altitude gain per unit of time. It is referred to as Vy. Airspeed is typically about double the stall speed for a light aircraft. ; Max Angle : The objective is to climb with the greatest gain of altitude per distance covered over the ground. It is referred to as Vx. Typical airspeeds are usually 150% of stall speed. ; "''Descent attitude
To make an aircraft descend (i.e. lose altitude), the pilot will ''lower the nose'' lower than it was in the cruise attitude. For many light aircraft, this will correspond to a sight picture where the aircraft nose appears to be ''slightly below'' the horizon. The actual amount of down movement usually will not exceed about 10 degrees for most ''normal'' descents. If the pilot does not adjust the engine power by decreasing theTakeoff attitude
The takeoff attitude is similar to and for some aircraft, identical to a cruise climb attitude, the takeoff attitude is also needed for helicopters, private jets, rockets and all flying aircraft.Landing attitude
The landing attitude has 3 actual "sub attitudes" : ; Descent : The descent during the