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Trim Technique: - Trim control is one of the most important flight habits to cultivate. Attitude instrument flying may be defined as the control of an aircraft's spatial position by using instruments rather than outside visual references. These are your primary instruments while those that back up these indications will be supporting. In a climb, you may reference altitude, airspeed, and vertical speed but inadvertently omit altimeter. As the airspeed increases, additional lift is generated and the aircraft climbs. The desired result is for the pilot to be able to take his or her hands off the control surfaces and have the aircraft remain in the current attitude. Overcontrolling causes the pilot to move from a nose-high attitude to a nose-low attitude and vice versa.
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Trimming refers to relieving any control pressures that need to be applied by the pilot to the control surfaces to maintain a desired flight attitude. Proper control of aircraft attitude is the result of maintaining a constant attitude, knowing when and how much to change the attitude, and smoothly changing the attitude a precise amount. Instrument indications, prior to the power reduction, are shown in Figure 7-57. To control the aircraft through these maneuvers, the learner must master the fundamental skills of instrument flying: instrument scanning, cross-checking, and interpretation.
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The turn rate indicator, slip/skid indicator, and the heading indicator also indicate whether or not the aircraft is maintaining a straight (zero bank) flightpath. Apply forward control pressure on the pitch control to stop any ballooning (altitude gain). It is not a lag associated with the construction of the ASI, but a lag associated with momentum change. It may be related to difficulties with one or both of the other fundamental skills. Moreover, deviations in altitude will distract your attention from the directional gyro and lead to deviations in heading as well. Straight and Level Flight Airman Certification Standards: - To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with flying during straight-and-level flight solely by reference to instruments. In sum, the control/performance concept recognizes that there is a cause-and-effect relationship between the indications maintained on the instruments in the higher tiers and the values that will result on the instruments in the lower tiers. Due to human error, instrument error, and airplane performance differences in various atmospheric and loading conditions, it is impossible to establish an attitude and have performance remain constant for a long period of time. This is because a high-performance plane is capable of departing from its existing altitude quite rapidly. Relying on the instrument that is most readily understood, even when it provides inadequate information. When returning to altitude, the primary pitch instrument is the VSI tape. Just in case you have not recently reviewed the FAA Instrument Flying Handbook (AC 61-27C), the FAA designates primary and supporting instruments as follows: |Flight Regime|| Primary |. To master the ability to smoothly control the elevator, a pilot must develop a very light touch on the control yoke.
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Within the third tier there are the "Navigation Instruments" (e. g., VOR/LOC/GS, ADF, GPS), but a discussion of this instrument group is beyond the scope of this article. Corrective Action: Small, smooth corrections should be made in order to recover to the desired altitude (0. Failure to cross-check and correctly interpret outside or instrument references. Ignoring the attitude indicator because it might someday fail is not quite as bad as setting your plane on fire to retain currency in forced landings, but … well, you get the idea. To fly high-performance airplanes smoothly in IMC, you need to fly correctly. There are a couple of questions on this topic on the knowledge test, so getting the terminology right can come in handy. Static longitudinal stability will present a problem to you when you upgrade to high-performance planes capable of operating over a greater speed range than the instrument trainer in which you earned your rating.
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It requires discipline to fixate on the attitude indicator during transitions and you may be surprised how much trouble you have in remembering to focus on a single instrument during a two-to-three-second time period. Fixation on the altimeter can lead to a loss of directional control as well as airspeed control. This demonstrates how trim is associated with airspeed and not altitude. In coordinated flight, if the roll index is aligned with the roll pointer, the aircraft is achieving straight flight.
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If you are resetting the heading bug, you are looking at the directional gyro — not the attitude indicator. Consistent Setup = Predictable Results. Trim —Trim until control pressures are neutralized. The central rule to the game is: POWER + ATTITUDE = PERFORMANCE. Altitude ±200 feet, heading ±20°, and airspeed ±10 knots. As the pilot pulls back on the control yoke causing the elevator to rise, the yellow chevron begins to show a displacement up from the artificial horizon line.
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They are: The Control Instruments. In this discussion, the term "power" is used in place of the more technically correct term "thrust or drag relationship. " Unlike conventional attitude indicators, the EFD attitude indicator does not allow for manipulating the position of the chevron in relationship to the artificial horizon. A "direct" indication is the true and instantaneous reflection of airplane pitch-and-bank attitude by the miniature aircraft relative to the horizon bar of the attitude indicator. 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. Primary and Supporting Method: - Specific principal instruments indicate pitch, bank, and power control requirements during maneuvers. It may be caused by failure to anticipate significant instrument indications following attitude changes. If both airspeed and altitude are high or if both are low, then a change in both pitch and power is necessary in order to return to the desired airspeed and altitude [Figure 7-56]. If correcting a 10° heading error with a 20° bank correction, the aircraft will roll past the desired heading before the bank is established, requiring another correction in the opposite direction. Set power and aircraft configuration: - Do not exceed VA or VO. If you push the nose over in a Bonanza, you will gain lots of speed over a prolonged time period. You are a well-trained pilot, so you control the airplane primarily by reference to the visual horizon.
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Apply light elevator back pressure to initiate and maintain the climb attitude. Trimming for hands-off flight is essential for smooth, precise aircraft control. During normal cruise airspeed, the point of the yellow chevron (aircraft symbol) is positioned on the artificial horizon. A high-performance single will likewise yaw to the left if you fail to input sufficient right rudder pressure when it is required due to the sometimes-ignored left-turning tendencies: 1) asymmetrical disc loading, 2) torque, and 3) prop wash. Simultaneously lower the nose and reduce power to begin the descent. Observing and interpreting two or more instruments to determine attitude and performance of an aircraft is called cross-checking. Instrument Interpretation: - Understanding the information provided by cross-checking. Build a foundation of skills that will be used in IFR procedures.
If the pilot understands how to utilize each instrument independently, no significant change is encountered in carrying out the flight when other instruments fail. There are three primary instruments for every maneuver: one for pitch, one for bank, and one for power. ASI = Airspeed Indicator. It allows pilots to divert their attention to other cockpit duties with minimum deviation from the desired attitude. The supporting instruments forewarn of an impending altitude deviation. As proficiency is obtained, a pilot will learn to cross-check, interpret, and control the changes with no deviation of heading and altitude. Keeping ahead of these changes requires increasing cross-check speed, which varies with the type of airplane and its torque characteristics, the extent of power and speed change involved.
Straight-and-Level Flight: - Straight-and-level flight demands an understanding of the relationship between pitch, bank, power. The heading indicator and turn needle give supporting indications for bank attitude. Many times pilots make corrections and allow the pitch attitude to change due to not trimming the aircraft. Visible moisture does not negate the fundamental principles of aerodynamics and you may have become a little lazy over the years. VFR pilots must know that when they cannot maintain outside visual references to control the airplane, the situation should be treated as an emergency (refer to the Inadvertent VFR Flight Into IMC lesson plan). Known or computed attitude changes and approximate power settings will help to reduce the pilot's workload. Primary: The instrument that displays the most pertinent information at any given time. Emphasis on a single instrument, instead of on the combination of instruments necessary for attitude information, is an understandable fault during the initial stages of training. Spatial disorientation and optical illusions. This lesson concludes with a collaborative assessment and review of the main points and risk management items. Having been taught for years to scan all the instruments on the panel, you may have trouble fixating on one instrument, even if it is for only two to three seconds.
They are assigned "primary" or "supporting" status for each flight regime in the same manner as under the primary/supporting scan. The Importance of the Instrument Cross Check. Prepare the learner to operate in a high-workload environment. You will constantly be reacting to what the plane has already done, or "chasing" the airplane. Unless zero error in heading is the goal, a pilot will tolerate larger and larger deviations. The amount the compass leads or lags in turn to the north or south approximately equals the degree of latitude. The thumb and two fingers are normally sufficient to move the control yoke.
When operating in IMC and in a partial panel configuration, the pilot should avoid abrupt changes to the control yoke.