Home flight simulators offer a wealth of training situations to sharpen a pilot’s aircraft operating skills. Instrument flying is one of the most valuable scenarios we can practice in a standard home simulator that will translate to the physical aircraft. Join Sporty’s, Chris McGonegle, as he discusses how to configure Instrument flights in Microsoft Flight Simulator and X-Plane 12.
Topics include:
– Navigating MSFS and X-Plane 12
– Setting live weather
– Advantageous simulator scenarios
– Best practices to train rather than game
– Video of an Instrument approach down to minimums
https://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155334/Microsoft-Flight-Simulator-1_12_2022-4_40_27-PM.jpg13512559Chris McGoneglehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngChris McGonegle2023-02-18 09:00:092023-02-23 23:40:35Sporty’s webinar video: Using a home simulator for IFR proficiency
What does the flag with the letter R indicate at the BOOPS intersection on the V333 airway?
The letter R located within the flag at the BOOPS intersection on the V333 airway indicates a Minimum Reception Altitude (MRA) of 4,500 which is the lowest altitude at the intersection where BOOPS can be identified using the VXV VOR (116.4).
While your instrument flying skills, cockpit management techniques, and risk management processes will no doubt be sharp when you earn your instrument rating, like anything in life, if you don’t use it, you lose it. And let’s be honest: flying IFR doesn’t necessarily mean flying IFR. How much real opportunity does anyone get to fly in actual instrument conditions followed by an approach down to minimums? Throw in an equipment malfunction, avionics gaff and congested airspace, and the situation requires an urgent, informed response.
I submit we have two paths to follow with an instrument rating: 1) gain real instrument experience in a controlled environment and commit to maintaining that proficiency level, or 2) commit to personal minimums with honest, consistently-demonstrated abilities.
For most of us, the majority of our instrument training and checkride preparation was spent in the terminal environment. In the terminal area, we likely were executing a series of instrument approaches, missed approaches and holds while honing our basic attitude instrument flying. This constitutes a solid foundation from which to build, but there is a wealth of knowledge and skill to be gained from experience during enroute operations.
My advice for maintaining IFR proficiency to sustain–or gain–utility after certification is to:
1) Plan every flight as if you were flying IFR – Planning for IFR will keep you familiar and current with the products and services available to help you make sound decisions. Go beyond the regulatory requirement to examine weather, fuel requirements, alternates, etc., allow your experience and common sense to guide your preflight preparation, and embrace the myriad of new products, technology and industry best practices available to you.
Self-briefings are becoming more commonplace with quick, convenient access to a variety of online resources and fully integrated apps. Shortcomings of self-briefing can be mitigated by following a standard pattern regarding the information and products examined. When certain conditions warrant a deeper dive, consider supplementing existing information with additional resources, products, or even expert input. For the self-briefing, similar to a guided briefing, begin with the “big picture” and funnel down to the terminal information applicable to departure and destination, along with potential alternates along the way.
2) Fly IFR even in VMC – Regardless of visual conditions, it’s beneficial to your development as an instrument flyer to operate “in the system” consistently. Doing so will boost your confidence and will force you to practice managing the aircraft and cockpit resources while adhering to IFR clearances. It also makes it easier to culminate your flights (even in VMC) with an instrument approach procedure—and not with the same repetitive procedure at the same airport. Reach outside your comfort zone and gain confidence in managing the intricacies of each instrument approach type capability your aircraft has. The ancillary benefit of having immediate access to ATC in the event of an emergency should never be ignored.
As part of your IFR flying, and as your comfort and proficiency levels allow, consider incorporating departure procedures (where available) as part of your repertoire. Departure procedures are designed primarily to provide obstacle clearance and should be used when published for safe transition to the enroute environment. These procedures come in two varieties: Obstacle Departure Procedures (ODPs) and Standard Instrument Departures (SIDs).
ODPs should be considered mandatory in any type of marginal conditions or at unfamiliar airports. ODPs may be flown without an ATC clearance, provided nothing else has been assigned specifically–although it’s good practice to advise ATC if doing so.
3) Tame the avionics – Master the technology, regardless of your panel’s complexity. Achieving the level of proficiency at which control inputs become instinctive literally can save the day. Instinctive knowledge can fade over time, so study the manuals, stay abreast of software updates, and take advantage of simulator programs available to you.
While the industry is certainly guilty of sending mixed messages when it comes to the proper use of flight deck technology, the basic rule is everything in moderation. In other words, thoroughly understand the capability and effective use of GPS, autopilot, and other resources, but maintain those basic, hands-on flying skills that represent most critical and effective “technology” available to you.
Consider incorporating a standard set of conditions in which you will commit to flying the airplane manually. An example of these conditions might be daylight, with visual conditions less than 5,000 feet, and within ten miles of the airport. The standards you set for manual operation will depend on your flying experience, the aircraft you’re operating, and your currency.
4) Make use of checklists and flows –Use a checklist and flight deck flow for all of your procedures. Aviation is at the forefront when it comes to checklist usage. The safest operations typically use multiple checklist styles and layers that evolve with time and experience for added safety.
To recap, a “to-do” list is just that. You methodically read through each item on the checklist, performing the necessary task associated with each item before moving to the next. As you become more familiar with an aircraft, you may consider “flows,” which are organized and consistent patterns of moving around the flight deck to accomplish the items required on the ordered checklist.
You probably have developed a mental checklist or mnemonic device. There’s the famous “GUMPS” before landing (G – gas, U – undercarriage, M – mixture, P – prop, S – seatbelt & switches) and “CIGAR” before takeoff (C – control check, I – instruments, G – gas, A – attitude/flats & trim, R – run-up). Committing a checklist to memory may be a lifesaver in a critical situation with little or no time to consult a written list. The more layers of checklist redundancy you create, the less likely you are to make a mistake.
In the IFR environment, you might consider an “in-range” checklist, at which point you would review the instrument procedures for your destination airport and ensure that avionics equipment is properly programmed. Anticipation is key to reduction in workload. For EFB users, proper programming, placement and orientation of your devices can be incorporated here as well.
5) Play the “what-if” game – The preflight and decision making practices should not be postponed until your next flight. Potential conditions and routes can be planned and analyzed with decisions rendered. This exercise has the added benefit of rehearsing the preflight routine and adding familiarity with the various flight planning tools mentioned previously. This “what-if” exercise is scalable. It can be taken beyond preflight planning to analyze changing weather systems, abnormal procedures enroute, emergencies, and ATC variables.
6) Maintain the personal minimums discipline – Finally, regardless of your adherence to a proficiency program, discipline yourself to commit to personal minimums. Stay within your comfort zone, which is not something you can get from a book. Continuously question your personal guidelines–an occasional feeling of trepidation is healthy and informs those personal minimums.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/09/05175107/aztec-garmin.jpg7681366Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-02-13 09:00:112023-02-17 16:51:17Strategies for maintaining instrument proficiency
It’s something all pilots have to do during training for an instrument rating — pass the FAA Knowledge Test. While this test has gotten a bad rap over the years from some, the reality is it’s a non-event when you approach it with the proper mindset and use the right study tools. In this webinar, Sporty’s Senior Flight Instructor, Bret Koebbe, will show you how to use tried and true study methods using Sporty’s Instrument Rating Course to make the process an engaging and meaningful learning experience, and not just another exercise in rote memorization.
https://media.flighttrainingcentral.com/wp-content/uploads/2023/02/13105825/How-to-pass-your-Instrument-written-test-2023-Webinar-22.jpg10801920Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-02-11 09:00:222023-02-13 10:58:39Sporty’s webinar video: How to pass your Instrument written exam
There’s a reason why basic airplane attitude instrument flying comes first in any Instrument curriculum – it’s the foundation for everything else you’ll do in IFR flying. If you master airplane attitude instrument flying, then everything else you will do that follows, from departure procedures to instrument approaches, will simply be combining your BAI skills with navigation.
Pitch corrections should be made using half, full, and one and one half bar widths corrections.
STRAIGHT AND LEVEL
Like your visual flying, most of your instrument time will be spent flying straight and level. As the complete instrument pilot, you should be able to maintain heading, altitude, and airspeed at speeds ranging from cruise to approach. Within the normal speed range of an airplane, there are many combinations of power and pitch which will maintain altitude at different airspeeds. For example, a low power setting and nose high pitch will maintain altitude at low airspeed while a high power setting and low pitch attitude will bring about level flight at high airspeed.
The art of instrument flying involves finesse of the flight controls – fine inputs for precise control. Pitch corrections for level flight should be made using the attitude indicator and limited to half, full, and one and one half bar widths corrections. The pitch corrections to maintain level flight on instruments are smaller than those made using the natural horizon. When the airplane is properly trimmed, the control pressures needed for these small pitch changes are very light. For corrections of more than 100 feet, use a full bar width pitch change initially, changing to a half bar width when the remaining altitude correction is less than 100 feet.
HEADING AND BANK CONTROL
The most common error in both pitch and bank control is over controlling.
Heading and bank control are virtually the same thing. Heading will stay constant if the wings are kept level in coordinated flight. The wings of the miniature airplane and the horizon bar of the attitude indicator will give you an overall picture of the wing attitude, but small banks are difficult to detect. Small deviations from wings level attitude are more easily detected using the banking scale and center index. Odds are that bank control will require more practice than pitch control. There are several reasons for this. First, the airplane is more stable in pitch than bank and, if you are a typical VFR pilot, you refer to the altimeter more than to the heading indicator.
While the attitude indicator will show if the wings are being kept level, you still need to look at the heading indicator to be sure the heading accurate and that it is kept constant. The attitude and turn indicators provide supporting information regarding bank and everything should agree during straight flight.
The most common error in both pitch and bank control is over controlling. Just as an excessive climb or descent will cause you to overshoot altitude, an excessive rate of turn results in overshooting the target heading.
For heading corrections of five degrees or less, keep the wings level and use rudder pressure to change the heading. Five degrees of heading change doesn’t give you enough time to make a coordinated turn. If heading is off more than five degrees, make a coordinated turn but restrict the banks to half the number of degrees you want to turn but not more than standard rate.
Airspeed changes in level flight are normally accomplished by changing the power.
AIRSPEED CHANGES
Intentional airspeed changes in level flight are normally accomplished by changing the power. Adjust the power to the setting that you previously determined will produce the desired airspeed. Adjust the pitch attitude to maintain altitude as the airspeed changes. As the airspeed approaches the desired airspeed, the airspeed indicator becomes the primary power instrument and the altimeter is primary for pitch. Fine tune power and pitch as the airplane stabilizes at the new airspeed. And trim to relieve control pressures.
CLIMBS
To enter a constant airspeed climb, raise the nose to bring the miniature airplane the predetermined position above the horizon bar.
Now let’s take a look at climbs. To enter a constant airspeed climb, raise the nose to bring the miniature airplane the predetermined position above the horizon bar. As the pitch attitude is raised, increase the power to the climb setting and use right rudder to keep the airplane from turning to the left.
Adjustments of the climb attitude will be dictated by the indicated airspeed. If airspeed is too high or low, the pitch attitude must be changed. Don’t chase the airspeed indicator to make the change. Use the attitude indicator to make small changes of one half bar width, wait, and note the effect on the airspeed indicator.
As the desired altitude is approached, the level off must be started at about 10 percent of the rate of climb before reaching the altitude. If the climb is 500 feet per minute, the pitch attitude should be smoothly changed to the level flight attitude 50 feet before reaching the final altitude. Use the attitude indicator to set the level attitude and grade this attitude using the altimeter.
For a constant rate climb, increase the power to the approximate setting required for the desired rate of climb and simultaneously raise the nose to the approximate pitch attitude needed for that climb rate. As the vertical speed indicator stabilizes, it becomes the primary pitch instrument and the airspeed indicator is primary for power. Lead the level off by ten percent of the rate of climb and adjust the pitch and power to the appropriate settings for the desired level airspeed.
DESCENTS
As the airspeed approaches the descent speed, lower the nose to the predetermined attitude.
Now let’s look at descents. To enter a descent at constant airspeeds up to maximum structural cruise airspeed, simultaneously lower the pitch attitude and reduce power to the predetermined setting. When entering a descent at an airspeed less than cruise, reduce power to the predetermined setting and slow the airplane in level flight. As the airspeed approaches the descent speed, lower the nose to the predetermined attitude.
Make corrections for airspeed by changing pitch attitude and, at the risk of sounding like a broken record, use the attitude indicator to make small pitch changes. To correct a rate of descent at a specific airspeed requires changing both pitch and power. If you start with the predetermined power setting and pitch attitude, any corrections needed will be small.
In order to level off from a descent, you must start your level off before reaching your desired altitude. To do this, lead the level off by about ten percent of the rate of descent. As an example, if you are descending at a rate of 500 feet per minute, lead the level off by about 50 feet. To level off at an airspeed higher than descent speed, lead the level off by 20 to 30 percent of the rate of descent. In the 500 foot per minute example, you would add power and start your level off between 100 and 150 feet before reaching your desired altitude .
BUILD A CHEAT SHEET
It’s good practice to document specific pitch and power settings for various aircraft configurations. You can do this with a flight instructor or safety pilot to determine the most common instrument profiles for your training aircraft. And then when it comes time to execute and fly the specific profiles, it’s only a matter of establishing the predetermined pitch and power to give you the expected performance. Only small adjustments will then be needed for precise control – the art of basic attitude instrument flying.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/03/05180054/Introduction-to-Instrument-Flying-2.png9681721Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-02-10 08:55:442023-02-17 16:52:04Airplane attitude instrument flying is the foundation
Are you or someone you know a deserving future pilot? Applications are now being accepted for the 2023 scholarship program sponsored by Sporty’s and flyGIRL. The award is intended to give existing student pilots that boost toward first solo or that initial pilot certificate. Applicants will be asked to submit an essay describing their interests and needs as well as certificate and logbook copies.
Please apply by April 1, 2023!
https://media.flighttrainingcentral.com/wp-content/uploads/2022/06/19155159/Solo16.jpg7821394Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-02-05 09:00:232023-01-31 12:21:16Sporty’s and flyGIRL launch 2023 scholarship
Sporty’s webinar video: Using a home simulator for IFR proficiency
/in Webinars/by Chris McGonegleTopics include:
– Navigating MSFS and X-Plane 12
– Setting live weather
– Advantageous simulator scenarios
– Best practices to train rather than game
– Video of an Instrument approach down to minimums
Chart Smart: low altitude IFR enroute chart intersection symbol
/in Tips and technique/by Eric RadtkeWhat does the flag with the letter R indicate at the BOOPS intersection on the V333 airway?
The letter R located within the flag at the BOOPS intersection on the V333 airway indicates a Minimum Reception Altitude (MRA) of 4,500 which is the lowest altitude at the intersection where BOOPS can be identified using the VXV VOR (116.4).
Strategies for maintaining instrument proficiency
/in IFR flying, Tips and technique/by Eric RadtkeI submit we have two paths to follow with an instrument rating: 1) gain real instrument experience in a controlled environment and commit to maintaining that proficiency level, or 2) commit to personal minimums with honest, consistently-demonstrated abilities.
For most of us, the majority of our instrument training and checkride preparation was spent in the terminal environment. In the terminal area, we likely were executing a series of instrument approaches, missed approaches and holds while honing our basic attitude instrument flying. This constitutes a solid foundation from which to build, but there is a wealth of knowledge and skill to be gained from experience during enroute operations.
My advice for maintaining IFR proficiency to sustain–or gain–utility after certification is to:
1) Plan every flight as if you were flying IFR – Planning for IFR will keep you familiar and current with the products and services available to help you make sound decisions. Go beyond the regulatory requirement to examine weather, fuel requirements, alternates, etc., allow your experience and common sense to guide your preflight preparation, and embrace the myriad of new products, technology and industry best practices available to you.
Self-briefings are becoming more commonplace with quick, convenient access to a variety of online resources and fully integrated apps. Shortcomings of self-briefing can be mitigated by following a standard pattern regarding the information and products examined. When certain conditions warrant a deeper dive, consider supplementing existing information with additional resources, products, or even expert input. For the self-briefing, similar to a guided briefing, begin with the “big picture” and funnel down to the terminal information applicable to departure and destination, along with potential alternates along the way.
As part of your IFR flying, and as your comfort and proficiency levels allow, consider incorporating departure procedures (where available) as part of your repertoire. Departure procedures are designed primarily to provide obstacle clearance and should be used when published for safe transition to the enroute environment. These procedures come in two varieties: Obstacle Departure Procedures (ODPs) and Standard Instrument Departures (SIDs).
ODPs should be considered mandatory in any type of marginal conditions or at unfamiliar airports. ODPs may be flown without an ATC clearance, provided nothing else has been assigned specifically–although it’s good practice to advise ATC if doing so.
3) Tame the avionics – Master the technology, regardless of your panel’s complexity. Achieving the level of proficiency at which control inputs become instinctive literally can save the day. Instinctive knowledge can fade over time, so study the manuals, stay abreast of software updates, and take advantage of simulator programs available to you.
While the industry is certainly guilty of sending mixed messages when it comes to the proper use of flight deck technology, the basic rule is everything in moderation. In other words, thoroughly understand the capability and effective use of GPS, autopilot, and other resources, but maintain those basic, hands-on flying skills that represent most critical and effective “technology” available to you.
Consider incorporating a standard set of conditions in which you will commit to flying the airplane manually. An example of these conditions might be daylight, with visual conditions less than 5,000 feet, and within ten miles of the airport. The standards you set for manual operation will depend on your flying experience, the aircraft you’re operating, and your currency.
4) Make use of checklists and flows –Use a checklist and flight deck flow for all of your procedures. Aviation is at the forefront when it comes to checklist usage. The safest operations typically use multiple checklist styles and layers that evolve with time and experience for added safety.
To recap, a “to-do” list is just that. You methodically read through each item on the checklist, performing the necessary task associated with each item before moving to the next. As you become more familiar with an aircraft, you may consider “flows,” which are organized and consistent patterns of moving around the flight deck to accomplish the items required on the ordered checklist.
You probably have developed a mental checklist or mnemonic device. There’s the famous “GUMPS” before landing (G – gas, U – undercarriage, M – mixture, P – prop, S – seatbelt & switches) and “CIGAR” before takeoff (C – control check, I – instruments, G – gas, A – attitude/flats & trim, R – run-up). Committing a checklist to memory may be a lifesaver in a critical situation with little or no time to consult a written list. The more layers of checklist redundancy you create, the less likely you are to make a mistake.
In the IFR environment, you might consider an “in-range” checklist, at which point you would review the instrument procedures for your destination airport and ensure that avionics equipment is properly programmed. Anticipation is key to reduction in workload. For EFB users, proper programming, placement and orientation of your devices can be incorporated here as well.
5) Play the “what-if” game – The preflight and decision making practices should not be postponed until your next flight. Potential conditions and routes can be planned and analyzed with decisions rendered. This exercise has the added benefit of rehearsing the preflight routine and adding familiarity with the various flight planning tools mentioned previously. This “what-if” exercise is scalable. It can be taken beyond preflight planning to analyze changing weather systems, abnormal procedures enroute, emergencies, and ATC variables.
6) Maintain the personal minimums discipline – Finally, regardless of your adherence to a proficiency program, discipline yourself to commit to personal minimums. Stay within your comfort zone, which is not something you can get from a book. Continuously question your personal guidelines–an occasional feeling of trepidation is healthy and informs those personal minimums.
Sporty’s webinar video: How to pass your Instrument written exam
/in Webinars/by Eric RadtkeIt’s something all pilots have to do during training for an instrument rating — pass the FAA Knowledge Test. While this test has gotten a bad rap over the years from some, the reality is it’s a non-event when you approach it with the proper mindset and use the right study tools. In this webinar, Sporty’s Senior Flight Instructor, Bret Koebbe, will show you how to use tried and true study methods using Sporty’s Instrument Rating Course to make the process an engaging and meaningful learning experience, and not just another exercise in rote memorization.
Airplane attitude instrument flying is the foundation
/in IFR flying, Tips and technique/by Eric RadtkeThere’s a reason why basic airplane attitude instrument flying comes first in any Instrument curriculum – it’s the foundation for everything else you’ll do in IFR flying. If you master airplane attitude instrument flying, then everything else you will do that follows, from departure procedures to instrument approaches, will simply be combining your BAI skills with navigation.
Pitch corrections should be made using half, full, and one and one half bar widths corrections.
STRAIGHT AND LEVEL
Like your visual flying, most of your instrument time will be spent flying straight and level. As the complete instrument pilot, you should be able to maintain heading, altitude, and airspeed at speeds ranging from cruise to approach. Within the normal speed range of an airplane, there are many combinations of power and pitch which will maintain altitude at different airspeeds. For example, a low power setting and nose high pitch will maintain altitude at low airspeed while a high power setting and low pitch attitude will bring about level flight at high airspeed.
The art of instrument flying involves finesse of the flight controls – fine inputs for precise control. Pitch corrections for level flight should be made using the attitude indicator and limited to half, full, and one and one half bar widths corrections. The pitch corrections to maintain level flight on instruments are smaller than those made using the natural horizon. When the airplane is properly trimmed, the control pressures needed for these small pitch changes are very light. For corrections of more than 100 feet, use a full bar width pitch change initially, changing to a half bar width when the remaining altitude correction is less than 100 feet.
HEADING AND BANK CONTROL
The most common error in both pitch and bank control is over controlling.
Heading and bank control are virtually the same thing. Heading will stay constant if the wings are kept level in coordinated flight. The wings of the miniature airplane and the horizon bar of the attitude indicator will give you an overall picture of the wing attitude, but small banks are difficult to detect. Small deviations from wings level attitude are more easily detected using the banking scale and center index. Odds are that bank control will require more practice than pitch control. There are several reasons for this. First, the airplane is more stable in pitch than bank and, if you are a typical VFR pilot, you refer to the altimeter more than to the heading indicator.
While the attitude indicator will show if the wings are being kept level, you still need to look at the heading indicator to be sure the heading accurate and that it is kept constant. The attitude and turn indicators provide supporting information regarding bank and everything should agree during straight flight.
The most common error in both pitch and bank control is over controlling. Just as an excessive climb or descent will cause you to overshoot altitude, an excessive rate of turn results in overshooting the target heading.
For heading corrections of five degrees or less, keep the wings level and use rudder pressure to change the heading. Five degrees of heading change doesn’t give you enough time to make a coordinated turn. If heading is off more than five degrees, make a coordinated turn but restrict the banks to half the number of degrees you want to turn but not more than standard rate.
Airspeed changes in level flight are normally accomplished by changing the power.
AIRSPEED CHANGES
Intentional airspeed changes in level flight are normally accomplished by changing the power. Adjust the power to the setting that you previously determined will produce the desired airspeed. Adjust the pitch attitude to maintain altitude as the airspeed changes. As the airspeed approaches the desired airspeed, the airspeed indicator becomes the primary power instrument and the altimeter is primary for pitch. Fine tune power and pitch as the airplane stabilizes at the new airspeed. And trim to relieve control pressures.
CLIMBS
To enter a constant airspeed climb, raise the nose to bring the miniature airplane the predetermined position above the horizon bar.
Now let’s take a look at climbs. To enter a constant airspeed climb, raise the nose to bring the miniature airplane the predetermined position above the horizon bar. As the pitch attitude is raised, increase the power to the climb setting and use right rudder to keep the airplane from turning to the left.
Adjustments of the climb attitude will be dictated by the indicated airspeed. If airspeed is too high or low, the pitch attitude must be changed. Don’t chase the airspeed indicator to make the change. Use the attitude indicator to make small changes of one half bar width, wait, and note the effect on the airspeed indicator.
As the desired altitude is approached, the level off must be started at about 10 percent of the rate of climb before reaching the altitude. If the climb is 500 feet per minute, the pitch attitude should be smoothly changed to the level flight attitude 50 feet before reaching the final altitude. Use the attitude indicator to set the level attitude and grade this attitude using the altimeter.
For a constant rate climb, increase the power to the approximate setting required for the desired rate of climb and simultaneously raise the nose to the approximate pitch attitude needed for that climb rate. As the vertical speed indicator stabilizes, it becomes the primary pitch instrument and the airspeed indicator is primary for power. Lead the level off by ten percent of the rate of climb and adjust the pitch and power to the appropriate settings for the desired level airspeed.
DESCENTS
As the airspeed approaches the descent speed, lower the nose to the predetermined attitude.
Now let’s look at descents. To enter a descent at constant airspeeds up to maximum structural cruise airspeed, simultaneously lower the pitch attitude and reduce power to the predetermined setting. When entering a descent at an airspeed less than cruise, reduce power to the predetermined setting and slow the airplane in level flight. As the airspeed approaches the descent speed, lower the nose to the predetermined attitude.
Make corrections for airspeed by changing pitch attitude and, at the risk of sounding like a broken record, use the attitude indicator to make small pitch changes. To correct a rate of descent at a specific airspeed requires changing both pitch and power. If you start with the predetermined power setting and pitch attitude, any corrections needed will be small.
In order to level off from a descent, you must start your level off before reaching your desired altitude. To do this, lead the level off by about ten percent of the rate of descent. As an example, if you are descending at a rate of 500 feet per minute, lead the level off by about 50 feet. To level off at an airspeed higher than descent speed, lead the level off by 20 to 30 percent of the rate of descent. In the 500 foot per minute example, you would add power and start your level off between 100 and 150 feet before reaching your desired altitude .
BUILD A CHEAT SHEET
It’s good practice to document specific pitch and power settings for various aircraft configurations. You can do this with a flight instructor or safety pilot to determine the most common instrument profiles for your training aircraft. And then when it comes time to execute and fly the specific profiles, it’s only a matter of establishing the predetermined pitch and power to give you the expected performance. Only small adjustments will then be needed for precise control – the art of basic attitude instrument flying.
Sporty’s and flyGIRL launch 2023 scholarship
/in News/by Eric RadtkeDeserving pilots should apply by April 1!
Please apply by April 1, 2023!