Throttle and elevator - which does what?
Joined: May 1999
Aviation Qualifications: ATP+Mil
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From: Quite near 'An aerodrome somewhere in England'
I have just got my popcorn ready 
Joined: Apr 2009
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From: Hotel Gypsy
Gents, it appears to me that there is a whole load of egos getting involved here. Undoubtedly there are some enthusiastic individuals who really want to understand how things work and they will be mystified by our willie-waving.
Lets keep this simple. On the vast majority of GA aircraft, a change in attitude or power will require a counter or balancing input from the other control in order to assure a desired effect. Sure, we can add/reduce one element without doing anything with the other but we need to understand the effect of this action (EASA Ex 4) It is true that some aircraft pitch in the opposite direction to the 'norm' when power is changed (Thruster is one example); however, this is actually irrelevant as a decent pilot will always adjust pitch and power to achieve the desired result.
If someone is being taught to utilise controls in isolation and subsequently apply a balancing input, then I suggest they are not being taught correctly.
Lets keep this simple. On the vast majority of GA aircraft, a change in attitude or power will require a counter or balancing input from the other control in order to assure a desired effect. Sure, we can add/reduce one element without doing anything with the other but we need to understand the effect of this action (EASA Ex 4) It is true that some aircraft pitch in the opposite direction to the 'norm' when power is changed (Thruster is one example); however, this is actually irrelevant as a decent pilot will always adjust pitch and power to achieve the desired result.
If someone is being taught to utilise controls in isolation and subsequently apply a balancing input, then I suggest they are not being taught correctly.
Last edited by Cows getting bigger; 29th June 2013 at 23:03.
Joined: Jan 1999
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From: England
In basic terms:
The combination of pitch attitude setting and power setting will determine whether the aircraft flies level or climbs or descends, and also the speed at which it flies. To make the aircraft achieve a desired vertical flight path and speed the pilot must select the appropriate pitch attitude and power setting. Only one combination will give the correct result. The pitch attitude chosen by the pilot is sometimes used to control the vertical flight path of the aircraft and sometimes to control its speed.
When a defined vertical flight path is the intention, pitch attitude controls vertical flight path and power controls speed. Examples: straight and level, approach (including ILS) and landing flare.
When power setting is fixed, pitch attitude controls speed. Examples: climbing and descending.
These methods are valid for all aircraft, from Piper Cub to A380. For analysis in greater depth, look at
The combination of pitch attitude setting and power setting will determine whether the aircraft flies level or climbs or descends, and also the speed at which it flies. To make the aircraft achieve a desired vertical flight path and speed the pilot must select the appropriate pitch attitude and power setting. Only one combination will give the correct result. The pitch attitude chosen by the pilot is sometimes used to control the vertical flight path of the aircraft and sometimes to control its speed.
When a defined vertical flight path is the intention, pitch attitude controls vertical flight path and power controls speed. Examples: straight and level, approach (including ILS) and landing flare.
When power setting is fixed, pitch attitude controls speed. Examples: climbing and descending.
These methods are valid for all aircraft, from Piper Cub to A380. For analysis in greater depth, look at
Last edited by Discorde; 30th June 2013 at 18:42.
Joined: Dec 2009
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From: New Zealand
Originally Posted by Noah Zark
The mantra I was always taught was "Height with throttle, speed with stick."
He told me during the subsequent debrief that it is a good concept for beginner pilots as it provides them with a good fundamental base on which to build their skills on at the small corner of the flight envelope they'll be living in for a while. But there are exceptions to that rule (hence his demonstration), and once you get into the more advanced training that rule goes out the window.
I hope that explains the rationale behind why students are taught this concept. Personally I thought it made a great deal of sense at the time.
Joined: Jan 2000
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From: U.K.
Point and shoot.Gas for speed.If you point it too high,you lose speed even with full power,If you point it too low,You will speed up with no power.Anything in between is ok.Live long and prosper! (And use long runways)Enjoy.
Joined: Sep 2006
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From: Scotland
Point and shoot.Gas for speed.If you point it too high,you lose speed even with full power,If you point it too low,You will speed up with no power.
Gas for speed but not if you point up or down too far.?
Joined: Sep 2006
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From: Scotland
Sorry I spoke.
I wasn't analysing anything.
In fact I think discussing which control does what in isolation in a machine that operates in all three dimensions at the same time is a total nonsense, because it can only be done as an experiment with no meaningful result. If that is analysing then so be it.
I wasn't analysing anything.In fact I think discussing which control does what in isolation in a machine that operates in all three dimensions at the same time is a total nonsense, because it can only be done as an experiment with no meaningful result. If that is analysing then so be it.
Joined: Aug 2012
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From: Wales
Hi Somebody mentioned that the original question was...
What happens, with a plane like a PA28, trimmed for straight and level flight if the pilot:
1) Increases the engine rpm by 100rpm
2) after returning the plane to straight and level, trims the plane slightly up?
In both cases, if you were at say 2000ft S+L, the plane would try to find a new equilibrium altitude at say 5000ft and then would fly S+L there... Of course it would take a long time, the final levelling off would be at less than 100ft/min.
So you could say that the Trimmer ultimately controls the S+L Altitude.
What happens, with a plane like a PA28, trimmed for straight and level flight if the pilot:
1) Increases the engine rpm by 100rpm
2) after returning the plane to straight and level, trims the plane slightly up?
In both cases, if you were at say 2000ft S+L, the plane would try to find a new equilibrium altitude at say 5000ft and then would fly S+L there... Of course it would take a long time, the final levelling off would be at less than 100ft/min.
So you could say that the Trimmer ultimately controls the S+L Altitude.
Joined: Feb 2007
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From: Amsterdam
Ultimately, side slip or speed brakes. In a glider those are essentially the only methods of reducing total energy. (Actually, the third is aggressive manoevering, as in aerobatics, but that's not exactly suitable while trying to land.)
By increasing your speed you will initially increase ROD as well, but that will be offset if you reduce speed later on - you're only exchanging kinetic for potential energy and vice versa. Furthermore, the descent angle (glide ratio) will not change all that much with speed to have any meaningful effect. Well, at least in the frame of reference of powered flying. Glider pilots fight for every scrap of lift, and there's a whole body of theory around selecting the optimal speed for various circumstances.
By increasing your speed you will initially increase ROD as well, but that will be offset if you reduce speed later on - you're only exchanging kinetic for potential energy and vice versa. Furthermore, the descent angle (glide ratio) will not change all that much with speed to have any meaningful effect. Well, at least in the frame of reference of powered flying. Glider pilots fight for every scrap of lift, and there's a whole body of theory around selecting the optimal speed for various circumstances.
Joined: Mar 2005
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From: North of Antarctica
I have never made a power adjustment to stay on the glidepath whilst flying an ILS approach, always a tweak of elevator does the trick.
As for the original post, the throttle adjusts the noise level and the elevator alters how much land/sky you are looking at. The debate will go on but once you have learnt how to fly and start flying by feel you will do things automatically enough to not really know what does what, you do what needs to be done.
As for the original post, the throttle adjusts the noise level and the elevator alters how much land/sky you are looking at. The debate will go on but once you have learnt how to fly and start flying by feel you will do things automatically enough to not really know what does what, you do what needs to be done.