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To climb at a slower speed, set climb power after the pitch change is established and the airspeed decreases to the climb speed. Relying on the instrument that is most readily understood, even when it provides inadequate information. This instrument depicts whether the aircraft's longitudinal axis is aligned with the relative wind[Figure 5]. Overcontrolling-excessive pitch changes. Instrument indications, prior to the power reduction, are shown in Figure 7-57. The specific pitch, bank, and power control requirements are detected on these primary instruments: - Altimeter-Primary Pitch. Attitude instrument flying may be defined as the control of an aircraft's spatial position by using instruments rather than outside visual references. Certification requirements compel airplane manufacturers to demonstrate that control forces will vary proportionately with changes in airspeed. The pitch attitude of an airplane is the angle between the longitudinal axis of the airplane and the actual horizon.
Unfortunately, the low-time instrument pilot does not know whether the next hour in IMC will be the hour. As a general rule of thumb, for altitude deviations less than 100 feet, utilize a pitch change of 1 degree, which equates to 1⁄5 of the thickness of the chevron. Tips for Instructors. Bank Instruments: - Attitude Indicator.
Having learned to control the airplane in a clean configuration (minimum drag conditions), increase proficiency in cross-check and control by practicing speed changes while extending or retracting the flaps and landing gear. The control/performance scan divides the panel instruments into categories that give credence to the truism that the airplane's performance is a function of power and attitude. There are three primary instruments for every maneuver: one for pitch, one for bank, and one for power. Standard-Rate Turns. Begin the rollout once the time has elapsed at the same rate used during the roll-in. No correction is needed when turning to east or west. The left-turning tendencies are also a factor during low visibility takeoffs. The nose tends to pitch down with gear extension, and when flaps are lowered, lift increases momentarily (at partial flap settings) followed by a marked increase in drag as the flaps near maximum extension. Apply light elevator back pressure to initiate and maintain the climb attitude. For changes in airspeed in straight-and-level flight, pitch, bank, and power must be coordinated in order to maintain constant altitude and heading. With increasing experience in basic instrument maneuvers and familiarity with the instrument indications associated with them, you will learn what to look for, when to look for it, and what response to make.
Knowing the desired attitude of the aircraft with respect to the natural and artificial horizon, you maintain the attitude or change it by moving the appropriate controls. Commercial airliners have at least three attitude indicators installed for the same reason. The Primary/Supporting Scan. Fixating on any one instrument is antithetical to instrument flying, which requires the development of three fundamental skills: instrument cross-check, instrument interpretation, and aircraft control. The only instrument that is capable of showing altitude is the altimeter. These changes are measured in degrees or fractions thereof, or bar widths depending upon the type of attitude reference. With practice, a pilot is able to make pitch changes in 1 degree increments, smoothly controlling the attitude of the aircraft. Altitude is to be maintained with zero bank and no yaw (constant heading). The answer is to change the way you fly in IMC. You can expect to make many of the following common scanning errors, both during training and at any subsequent time, if you fail to maintain basic instrument proficiency through practice: 1. Moving Up; Moving On. Control is determined by reference to the attitude indicator and power indicators.
The learner is made aware of his or her performance and progress. Failure to seek assistance or declare an emergency in a deteriorating situation. Figure 3] identifies the components that make up the attitude indicator display. During normal cruise airspeed, the point of the yellow chevron (aircraft symbol) is positioned on the artificial horizon. …And Putting It All Together. For example, a pilot uses full power in a small airplane for a 5-minute climb from near sea level, and the attitude indicator shows the miniature aircraft two bar widths (twice the thickness of the miniature aircraft wings) above the artificial horizon.
Just as you must fixate on the attitude indicator during the two-to-three seconds that it takes to transition from straight-and-level to a standard rate turn, you must more or less fixate on the attitude indicator throughout the one to two minutes that it takes to transition from climb to cruise, from cruise to descent, or from descent to cruise. The means by which manufacturers meet the static longitudinal stability requirement is a lengthy subject that will have to wait for another article. If additional trimming is required, redo the trimming steps. The requisite near fixation on the attitude indicator during prolonged transitions is much easier using the control/performance instrument scan because that is more consistent with the general manner in which you are flying the airplane. The HSI is the only instrument that is capable of showing exact headings. Other instruments are the heading indicator and the slip/skid indicator. …Performance Instruments…. In flight-instructor jargon, the problem is called "negative transfer" or "interference. " If your high-performance plane has a single IO-520 under the cowl, it has left-turning tendencies in spades in a climb.
If the power is increased in straight-and-level flight and the airspeed held constant, the airplane climbs; if power is decreased while the airspeed is held constant, the airplane descends. Can lengthen the time between checking instruments critical for maneuver being performed. Although you learn these skills separately and in deliberate sequence, a measure of your proficiency in precision flying will be your ability to integrate these skills into unified, smooth, positive control responses to maintain any prescribed flight path. Figure 4-6] The airplane is climbing at 500 feet per minute (fpm) as shown on the vertical speed indicator, and at an airspeed of 90 knots, as shown on the airspeed indicator. Devoting an unequal amount of time to one instrument either for interpretation or assigning too much importance to an instrument. It is a magenta trend indicator capable of displaying halfstandard as well as standard rate turns to both the left and right. DG = Directional Gyro (Heading Indicator). Pitch and bank changes are made in reference to the attitude indicator. Once the aircraft is trimmed for hands-off flight, the pilot is able to devote more time to monitoring the flight instruments and other aircraft systems. This scan follows a rectangular path (clockwise or counterclockwise rotation is a personal choice). Bank Angle for Standard-Rate Turn = (KTAS ÷ 10) + 5. If your instrument instructor adhered to FAA guidance, you initially trained under the FAA's primary/supporting instrument scan regimen. Supporting pitch and bank instruments are shown in Figure 7-57.
Cross-checking is the continuous scanning of flight instruments to the maintain desired attitude and performance. If the airspeed is off the desired value, always check the altimeter before deciding that a power change is necessary. When flying by reference to flight instruments alone, it is imperative that all of the flight instruments be crosschecked for pitch control. Pitch Control: - Primary: Altimeter. Still looking for something? Partial Panel Flight: - One important skill to practice is partial panel flight by referencing the altimeter as the primary pitch indicator. There are four components to aircraft control: Pitch Control: - Controlling the rotation of the aircraft around the lateral axis by movement of the elevators in response to instrument interpretation. Whiteboard, markers, and erasers.
It is important for the pilot to understand how small displacements both up and down can affect the altitude of the aircraft. A proper interpretation of the flight instruments will give you essentially the same information that outside references do in visual flight. Continuous trim changes are required as the power setting is changed. Establishing Level Turns to Headings||AI||TC||ALT||AI, VSI||ASI||TACH/MP|. The increased drag begins to slow the momentum of the aircraft, which is indicated on the ASI. Bank Control: - Controlling angle made by the wing and the horizon, after interpreting appropriate instruments movement of the ailerons to roll the aircraft about its longitudinal axis. Scanning Technique: The eyes should spend the most time on the primary instruments.
Upon rotation you will lose that feedback when the nose wheel breaks ground.