DATE of ISSUE
INSTRUMENT FLYING
2020-08-18
EDITION 1
REVISION 2 BASIC INSTRUMENT FLYING
PAGES 53
BASIC INSTRUMENT FLYING
REVISION RECORD
Rev. No. Date By Changes
0 2019-05-20 Solanská, Pružina New EDITION
1 2020-04-22 Bartůněk Added P2008JC, Basic UPRT
2 2020-08-18 Bartůněk Added P2002JF
BASIC INSTRUMENT FLYING
FLIGHT RULES
FLIGHT RULES
VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES
VFR IFR
VISUAL METEO CONDITIONS SOURCES INSTRUMENT METEO CONDITIONS
VMC IMC
VISUAL REFERENCES INSTRUMENT REFERENCES
OUTSIDE THE COCKPIT „T“ SCANNING
BASIC INSTRUMENT FLYING
HANDLING OF THE AIRCRAFT IN IMC
FLYING ON INSTRUMENTS IN VMC IS
DIFFERENT THAN IN IMC
HANDLING OF THE AIRCRAFT
TRUST THE
INSTRUMENTS
!!! GOLDEN RULES !!!
FLY – NAVIGATE – COMMUNICATE
BASIC INSTRUMENT FLYING
TRAINING GLASSES
IFR view limiting device that simulate the true realism of IMC
The student will see only instruments.
Pilot will not have view outside the aircraft cockpit.
BASIC INSTRUMENT FLYING
IFR VS. VFR
WHAT IS THE BASIC DIFFERENCE BETWEEN
IFR
and
VFR
FLIGHTS
???
BASIC INSTRUMENT FLYING
IFR VS. VFR
VFR: Visual Flight Rules
IFR: Instrument Flight Rules
BASIC INSTRUMENT FLYING
IFR FLIGHT
During IFR Flight
(if I mantain all prescribed procedures)
I won't touch
1. Any obstacle (or ground)
2. Any other traffic/airplane
WHY?
BASIC INSTRUMENT FLYING
OBSTACLES AND TRAFFIC SEPARATION
OBSTACLE TRAFFIC
• under IFR airplane is always within • A/C is always flying
PROTECTION AREA UNDER ATC CONTROL
• during all phases of flight (T/O, DEP, CRUISE, according to
DESCEND, APPROACH – all phases, MISSED
APPROACH procedures), that means with IFR FLIGHT PLAN
sufficient separation from the obstacles • that means ATC provides sufficient separation
HORIZONTALLY between traffic either in horizontally or
and vertically plan according to class of airspace
Above minimum flight level all the time
• that means with sufficient OCA/H (Obstacle
Clearance Altitude/Height) above the obstacles
VERTICALLY
BASIC INSTRUMENT FLYING
FLIGHT LESSON SYLLABUS
CONTENT
Student needs to have instrument training glasses on after take- Flight preparation and briefing
off, during whole flight until final approach when traffic and Level flight
circumstances permit (except for emergency and abnormal Changes of power for acceleration and deceleration
situations). Transfer to climbing and to descending
Stabilized climbing and descending with certain Vv
The time allocation of this task counts to Student's instrument Turns with bank 15° and 25°
time (see condition section of the task). Instrument turn
Stop turning into intended heading
INSTRUMENT TIME = TIME IN SERVICE Climbing and descending turns to intended heading and altitude
Simulated Instrument Pattern (see E-learning)
Control of aircraft at low airspeed
Aircraft: Flight at minimum safe airspeed with various flaps positions (level, climb, descent, turns)
Stall precaution (straight flight) - idle/with engine power - with/without flaps
Cessna C152 equipped by: Stall precaution (turning) - idle/with engine power - with/without flaps
Stall precaution (in climb)
Ø Two GARMIN G5
Full stall recovery - with/without flaps
Ø GARMIN GTN650 Spin precaution
Tecnam P2008JC equipped by: Flight at critically high speed (close to Vno, Vne)
Interruptions to controls at speed higher than VA
Ø GARMIN G3X Spiral dive recovery
Tecnam P2002JF equipped by: Recovery from unusual attitudes
Turns up to 45°
Ø GARMIN G500 PROCEDURES
Ø GARMIN GNS430 Ø Use training areas published Procedures according to QRH + using check-lists
around the airport (airspace Class E) R/T communication
BASIC INSTRUMENT FLYING
HANDLING OF THE AIRCRAFT
TO HANDLE the ACFT about it‘s 3 axis and to perform basic flight manoeuvres solely by
reference of instruments.
Kepp in mind aerodynamic factors:
• Hight Relative Humidity
• Reduced Performance
• Lift
• Engine (output)
• Thrust
• Reduced Rate of climb (RoC)
• Etc.
FORMULA FOR FLIGHT
PITCH – POWER – TRIM
PILOT HAS LIMITED REFERENCES
BASIC INSTRUMENT FLYING
PITCH – POWER – TRIM
FORMULA FOR FLIGHT
PITCH – POWER – TRIM
POWER + ATTITUDE = PERFORMANCE
DON‘T forget aerodynamics factors !!!!!!
PITCH PERFORMANCE
To maintain ALT … PITCH !! CLIMB … PITCH !! DESCENT ….PITCH !!
BASIC INSTRUMENT FLYING
AFTER TAKE-OFF
Put the training glasses on
BASIC INSTRUMENT FLYING
INSTRUMENTS SCANNING
GARMIN G5 – MAIN FLIGHT INSTRUMENT – T SHAPE
Ø Airspeed indicator
Ø Attitude indicator (MAIN CONCENTRATION)
Ø Altimeter
Ø Gyro
BASIC T SCANNING
WITH REGULAR INTERVAL 1-2 SECONDS
Ø Using of ALT BUG and HDG BUG
BASIC INSTRUMENT FLYING
INSTRUMENTS SCANNING
G3X (P2008JC)
BASIC INSTRUMENT FLYING
INSTRUMENTS SCANNING
G500 (P2002JF)
BASIC INSTRUMENT FLYING
INSTRUMENTS SCANNING
BASIC T SCANNING SHALL BE
EXTENDED TO CHECK OTHER
INSTRUMENTS ACCORDING TO
PHASE OF FLIGHT:
Ø Variometer (on G5)
Ø Slip indicator (on G5)
Ø Turn and bank indicator
Ø Chronometer
Ø Engine instruments
Ø Course Deviation indicator
Ø Radio (Garmin GTN650)
Ø Transponder
In case of primary instruments failure
check standby instruments.
BASIC INSTRUMENT FLYING
INSTRUMENTS SCANNING
Tecnam P2008JC equipped with:
Ø GARMIN G3X
BASIC INSTRUMENT FLYING
INSTRUMENTS SCANNING
Tecnam P2002JF equipped with:
Ø GARMIN G500
BASIC INSTRUMENT FLYING
CROSS CHECKING
Do CROSS CHECK Procedures !!
(between all Instruments + STBY Instruments)
Do CROSS CHECK Procedures !!
(between all Instruments + STBY Instruments + Engine Instruments)
BASIC INSTRUMENT FLYING
BASIC HANDLING
BASIC HANDLING BY INSTRUMENT REFERENCE:
PITCH – POWER – TRIM
STRAIGHT AND LEVEL FLIGHT
To mantain Straight and Level flight on Instruments, you:
• Set and maintain the Normal Pitch Attitude, as well as Wings Level
• Set and maintain RPM
• TRIM
• HEADING, ALTITUDE, IAS … are constant … ACFT is stabilized …
• NO Rate of turn (RoT)
BASIC INSTRUMENT FLYING
BASIC HANDLING
TO RECOVER FROM A LEVEL TURN TO STRAIGHT AND LEVEL FLIGHT
• Turn with ailerons and keep balance with rudder
• Set and maintain the Normal pitch
INSTRUMENT TURN (3° per second)
1) The Angle of bank (AoB) reguired for the INSTRUMENT TURN will vary with the
speed!!!
Ø Bank angle = (TAS/10) + 7,5
Ø Example: (90/10) + 7,5 = 16,5° BANK ON ATTITUDE INDICATOR
2) Use Turn and bank indicator
Ø Use indication left (L) or right (R)
BASIC INSTRUMENT FLYING
TURNS TO INTENDED HEADING
Ø According the Gyro
BANK 15° … STOP TURNING 5-10° BEFORE INTENDED HEADING
BANK 30° … STOP TURNING 10°-15° BEFORE INTENDED HEADING
BANK 45° … STOP TURNING 20°-25° BEFORE INTENDED HEADING
BASIC INSTRUMENT FLYING
SIMULATED INSTRUMENT PATTERN
Before starting Basic UPRT elements fulfil the Simulated Instrument Pattern ICAO
See separate document
at E-learning:
Simulated Instrument
Pattern
BASIC INSTRUMENT FLYING
THREAT and ERROR MANAGEMENT
The components of the TEM model:
There are three basic components in the TEM model, from the perspective of flight crews: threats, errors
and undesired aircraft states. The model proposes that threats and errors are part of everyday aviation
operations that must be managed by flight crews, since both threats and errors carry the potential to
generate undesired aircraft states. Flight crews must also manage undesired aircraft states, since they
carry the potential for unsafe outcomes. Undesired state management is an essential component of the
TEM model, as important as threat and error management. Undesired aircraft state management largely
represents the last opportunity to avoid an unsafe outcome and thus maintain safety margins in flight
operations.
BASIC INSTRUMENT FLYING
THREAT and ERROR MANAGEMENT
THREATS
Threats are defined as events or errors that occur beyond the influence of the flight crew, increase
operational complexity, and which must be managed to maintain the margins of safety. During typical
flight operations, flight crews have to manage various contextual complexities. Such complexities would
include, for example, dealing with adverse meteorological conditions, airports surrounded by high
mountains, congested airspace, aircraft malfunctions, errors committed by other people outside of the
cockpit, such as air traffic controllers, flight attendants or maintenance workers, and so forth. The TEM
model considers these complexities as threats because they all have the potential to negatively affect flight
operations by reducing margins of safety.
BASIC INSTRUMENT FLYING
THREAT and ERROR MANAGEMENT
ERRORS
Errors are defined actions or inactions by the flight crew that lead to deviations from organisational or
flight crew intentions or expectations. Unmanaged or mismanaged errors frequently lead to undesired
aircraft states. Errors in the operational context thus tend to reduce the margins of safety and increase the
probability of adverse events
BASIC INSTRUMENT FLYING
THREAT and ERROR MANAGEMENT
BASIC INSTRUMENT FLYING
THREAT and ERROR MANAGEMENT
Regardless of the type of error, an error’s effect on safety
depends on whether the flight crew detects and responds to
the error before it leads to an undesired aircraft state and to
a potential unsafe outcome. This is why one of the
objectives of TEM is to understand error management (for
example detection and response), rather than to solely
focus on error causality (for example causation and
commission).
In addition to its safety value, proper error
management represents an example of successful human
performance, presenting both learning and training value
BASIC INSTRUMENT FLYING
THREAT and ERROR MANAGEMENT
Capturing how errors are managed is then as important, if
not more, as capturing the prevalence of different types of
error. It is of interest to capture if and when errors are
detected and by whom, the response(s) upon detecting
errors, and the outcome of errors. Some errors are quickly
detected and resolved.
BASIC INSTRUMENT FLYING
THREAT and ERROR MANAGEMENT
Successful Threat and Error Management results in OUTCOMES that are desiderable,
i.e.
SAFE FLIGHT
CONSEQUENCIES of errors that are not corrected or not contained can result in an
UNDESIRED AIRCRAFT STATE (UAS)
An UNDESIRED AIRCRAFT STATE is an aircraft deviation
or incorrect configuration associated with a clear reduction in safety margin
UNDESIRED AIRCRAFT DEVIATION = UPSET
BASIC INSTRUMENT FLYING
RECOVERY FROM UNUSUAL ATTITUDES
The First Action towards recovery is Assess the Situation
Check the Pitch and Roll
ATTITUDE INDICATOR
Check Air Speed
AIRSPEED INDICATOR
Then need to Recover to Level Flight as soon as possible!!!
BASIC INSTRUMENT FLYING
MINIMUM SAFE SPEED FLIGHT
Demonstration of aircraft behaviour at low airspeed:
o To understand the flight characteristics and how the airplane’s flight controls feel near stall speed
o Helps to develop the pilot’s recognition of how the airplane feels, sounds, and looks when a stall is
impending
o Controls near the stall speed are “soft” and require bigger steering deviations than with cruise speed
o Minimum safe speed is speed between stall speed and cruise speed
Reasons for flight at minimum safe speed:
o Airplane damage during flight:
o cracked windscreen
o disarmed door
o loose engine cowling
o bird strike
o other damages which can be mitigated by slow flight
Identification of minimum safe speed:
STALL SPEED + 20% or STALL WARNING SPEED + 10%
BASIC INSTRUMENT FLYING
MINIMUM SAFE SPEED FLIGHT
o Reduce thrust from cruise power and adjust the pitch to allow the airspeed to decrease while
maintaining altitude (pull)
o As the speed of the airplane decreases - change in the sound of the airflow around the airplane
o Decrease speed to stall warning or stall speed and calculate minimum safe speed
o Increase power to accelerate to minimum safe speed and maintain altitude
o During these changing flight conditions, it is important to trim the airplane
o If the airplane remains trimmed for cruising speed (a lower AOA), strong aft (back) control pressure
is needed on the elevator, which makes precise control difficult unless the airplane is retrimmed
o Torque, slipstream effect, and P-factor may produce a strong yaw, which requires rudder input to
maintain coordinated flight
o Airspeed is controled by elevator (pitch controll), descent/climb is controlled by power
o During turns using max 15° bank angle, increase of power is needed to maintain level flight
o To exit the slow flight maneuver increase power and simultaniously push yoke to accelerate and
maintain level flight
BASIC INSTRUMENT FLYING
MINIMUM SAFE SPEED - COMMON ERRORS
o Inadequate back-elevator pressure as power is reduced, resulting in altitude loss
o Excessive back-elevator pressure as power is reduced, resulting in a climb followed by a rapid
reduction in airspeed
o Insufficient rudder to compensate for yaw
o Fixation on the flight instruments
o Failure to anticipate changes in AOA as flaps are extended or retracted
o Inadequate power management
o Inability to adequately divide attention between airplane control and orientation
o Failure to properly trim the airplane
o Failure to respond to a stall warning
BASIC INSTRUMENT FLYING
IMPORTANT PROCEDURES BEFORE UPRT
o Secure free objects in the cockpit
o Fasten seatbelts
o Secure cabin/doors
o Check free movement of controls
o Set trim to neutral
o Set flaps as required based on flight exercise
o Set mixture to full rich
o Check engine instruments all in green
o Check that you have safe height above the ground
o Make 360° turn to check the airspace around, below and above the aircraft
BASIC INSTRUMENT FLYING
STALL PRECAUTION
PREPARATION FOR STALL PRECAUTION (by FI):
1) Stabilize horizontal flight
2) Lose speed at horizontal flight – with power (losing speed 2 kt/s) or without power (Vario: "0/+100 ft/min”)
STALL PRECAUTION PROCEDURE in straight flight:
3) After stall warning, controls neutral position, adequately push elevator, when
passing horizon set full power
4) Monitor acceleration, after reaching safe speed, get aircraft to horizontal flight
STALL PRECAUTION PROCEDURE in turning:
3) After stall warning, controls neutral position, adequately push elevator, when
passing horizon set full power
4) Wings level, monitor acceleration, after reaching safe speed, get aircraft to
horizontal flight
BASIC INSTRUMENT FLYING
FULL STALL RECOVERY
PREPARATION FOR FULL STALL (by FI):
1) Stabilize horizontal flight
2) Lose speed at horizontal flight – without power (Vario: "0/+100 ft/min”)
3) After stall warning continue in losing speed until aircraft nose will fall down
FULL STALL PROCEDURE in straight flight:
4) Controls neutral position, push elevator, when passing horizon set full power
5) Wings level, monitor acceleration, after reaching safe speed, get aircraft to
horizontal flight
FULL STALL PROCEDURE in straight flight with flaps:
4) Controls neutral position, push elevator to horizontal flight, set full power
5) Wings level, monitor acceleration
6) Reduce flaps to T/O position
7) Reach safe speed for flaps position, set power
BASIC INSTRUMENT FLYING
STALLS - COMMON MISTAKES
o Over-reliance on the airspeed indicator and slip-skid indicator while excluding other cues
o Inadvertent accelerated stall by pulling too fast on the controls during a power-off or power on stall
entry
o Inability to recognize an impending stall condition
o Failure to take timely action to prevent a full stall during the conduct of impending stalls
o Failure to maintain a constant bank angle during turning stalls
o Failure to maintain proper coordination with the rudder throughout the stall and recovery
o Recovering before reaching the critical AOA when practicing the full stall maneuver
o Not maintaining a nose down control input until the stall warning is eliminated
o Pilot attempts to level the wings before reducing AOA
o Pilot attempts to recover with power before reducing AOA
o Inadvertent secondary stall during recovery
o Excessive forward-elevator pressure during recovery resulting in low or negative G load
o Excessive airspeed buildup during recovery
BASIC INSTRUMENT FLYING
SPIN PRECAUTION
PREPARATION FOR SPIN PRECAUTION (by FI):
1) Lose speed at horizontal flight – with power (losing speed 2
kt/s) or without power (Vario: "0/+100 ft/min”)
2) Instructor makes turn, then make slight skid using rudder
inside the turn and ailerons opposite until the wing will drop
down
SPIN PRECAUTION PROCEDURE:
3) Controls neutral position, push
elevator, when passing horizon set full
power
4) Wings level, monitor acceleration, after
reaching safe speed, get aircraft to
horizontal flight
BASIC INSTRUMENT FLYING
FLIGHT AT CRITICALLY HIGH SPEED
AIRSPEED VA
Design Manoeuvring speed
Do not make full or abrupt control movement above this speed, because under certain conditions the
aircraft may be overstressed by full control movement.
AIRSPEED VNO
Maximum Structural Cruising speed
Do not exceed this speed except in smooth air, and only with caution.
AIRSPEED VNE What is the
Never Exceed speed difference in controls
Do not exceed this speed in any operation.
sensitivity at low and
high airspeed?
BASIC INSTRUMENT FLYING
SPIRAL DIVE
o A spiral dive, a nose low upset, is a descending turn
during which airspeed and G-load can increase rapidly
and often results from a slipping turn turn.
o In a spiral dive, the airplane is flying very tight circles,
in a nearly vertical attitude and will be accelerating.
o The radius of the turn is decreasing.
PREPARATION FOR SPIRAL DIVE RECOVERY (by FI):
1) Descend turn with increasing bank using ailerons (without rudder)
SPIRAL DIVE RECOVERY PROCEDURE:
1) Throttle idle
2) Controls wings level and continuously recover
from steep dive
3) Smoothly get aircraft to horizontal flight (don’t
exceed VNO and G force)
4) Set power for horizontal flight
BASIC INSTRUMENT FLYING
UNUSUAL ATTITUDES RECOVERY
PARAMETERS:
o Pitch attitude greater than 25°, nose up
o Pitch attitude greater than 10°, nose down
o Bank angle greater than 45°
o Within the above parameters, but flying at airspeeds inappropriate for the conditions
RECOVERY – NOSE DOWN ATTITUDE
o Set power to idle
o Level wings, elevator pull continuously to recover from dive
o Monitor speed, increase power settings
RECOVERY – NOSE UP ATTITUDE
o Rudder and ailerons to neutral position, push elevator control below horizon
o Monitor acceleration, after reaching safe speed, get aircraft to horizontal flight and roll wings level
BASIC INSTRUMENT FLYING
STEEP TURNS UP TO 45°
o Higher load factors
o Inherent overbanking tendency
o Loss of vertical component of lift when the wings are steeply banked
o Need for substantial pitch control pressures
o Need for additional power to maintain altitude and airspeed during the turn
BASIC INSTRUMENT FLYING
STEEP TURNS UP TO 45°
o Ensure area is clear of air traffic and other hazards
o Roll the plane smoothly into the desired bank, coordination with rudder
o Prior to 30° of bank, elevator back pressure should be smoothly applied to increase the AOA
o Considerable force is required on the elevator control to hold the airplane in level flight - to maintain
altitude
o To maintain bank angle, altitude, as well as orientation, requires an awareness of the relative
position of the horizon to the nose and the wings
o If the altitude does increase or decrease, changing elevator back pressure could be used to alter the
altitude
o While the rollout is being made, elevator back pressure, trim, and power should be gradually
reduced, as necessary, to maintain the altitude and airspeed
BASIC INSTRUMENT FLYING
STEEP TURNS UP TO 45° - COMMON ERRORS
o Not clearing the area
o Inadequate pitch control on entry or rollout
o Gaining altitude or losing altitude
o Failure to maintain constant bank angle
o Poor flight control coordination
o Ineffective use of trim
o Ineffective use of power
o Inadequate airspeed control
o Becoming disoriented
o Performing by reference to the flight instrument rather than visual references
o Failure to scan for other traffic during the maneuver
o Failure to stop the turn on designated heading
BASIC INSTRUMENT FLYING
AIRMANSHIP
AIRMANSHIP DEFINITION:
The KNOWLEDGE and ABILITY needed to CONTROL and NAVIGATE the aircraft
4x „S“
SAFETY
SKILL AND KNOWLEDGE
SOUND JUDGEMENT
STRATEGY
BASIC INSTRUMENT FLYING
PHYSIOLOGICAL ASPECTS
Human Ability to maintain Equilibrium and Orientation depends on:
THE SENSE OF SIGHT
THE MUSCLES OF POSTURAL SENSE
(Touch, Pressure and Tension)
VESTIBULAR SENSE OF SENSATION from the moting sensing organs of the Inner Ear
BASIC INSTRUMENT FLYING
PHYSIOLOGICAL ASPECTS
VESTIBULAR ILLUSIONS
CORIOLIS ILLUSION
The coriolis illusion occur when a pilot has been in the turn too long enough
… the Fluid is moving and create the Illusion of Turning
The Disoriented Pilot may manoeuvre the ACFT into a Dangerous Attitude in an attempt to
correct the ACFT‘s perceived attitude
FOR THIS REASON:
It‘s important to develop an instrument cross-check or scan (involves min. head movement)
BASIC INSTRUMENT FLYING
PHYSIOLOGICAL ASPECTS
GRAVEYARD SPIRAL
As in other Illusions a Pilot in a prolonged coordinated constant – Rate turn, will have the illusion of
not Turning.
The Disoriented Pilot may return the ACFT to its original turn.
The Absence of any Sensation of Turning creates the Illusion of being in a Level Descent.
The Pilot may pull back on the controls in an attempt to climb or stop the descent.
This Action tightens the Spiral and increase the Loss of Altitude.
BASIC INSTRUMENT FLYING
PHYSIOLOGICAL ASPECTS
SOMATOGRAVIC ILLUSION
A Rapid Decelaration by quick reduction of the throttle(s):
This Action Creates the Illusion of being in Nose-low or Dive Attitude
… if pilot doesn‘t recognize this illusion
it leads to Nose-up reaction and Stall
(in situations without visual references)
A Rapid Acceleration such as experienced during T/O
This Action Creates the Illusion of being in Nose-Up or Climb Attitude
… if pilot doesn‘t recognize this illusion
it leads to Nose-down reaction and exceeding of VNE
FALSE HORIZON, AUTOKINESIS
INVERSION ILLUSION
ELEVATOR ILLUSION
BASIC INSTRUMENT FLYING
PREVENTION OF ILLUSIONS
PREREQUISITES
Ø BE HEALTH
Ø BE FIT
Ø REST CAREFULLY
DURING THE FLIGHT
Ø SIT STRAIGHT IN THE COCKPIT
Ø CAREFULLY ADJUST THE SEATBELTS
RATIONAL TRUST IN THE INSTRUMENTS
(INTENTIONALLY REFUSE THE ILLUSIONS, START THE T SCANNING)
DON‘T BE CONFUSED BY OUTSIDE REFERENCES (CLOUDS LEVEL,
DIRECTION OF SUN BEAM, …)
PILOT TRAINING CENTER
1st CZECH FLIGHT SCHOOL
© F AIR Ltd.
[Link]
CZ/ATO-001 Source of pictures: FAA, Boldmethod