Low Approach
The practice of IFR low approaches to minimums does not violate the restrictions in FAR 91.119.
Cockpit Organization
Consider using the back of your lapboard to keep round numbers for range, climb per nautical mile speeds, landing and takeoff distances. Every checklist has a time where it should be completed. Planning ahead gets the list finished before that time. Emergency lists must include such automatics as convert airspeed to altitude, turn to selected field.
The POH tells you how to operate the aircraft but very little is said of the specifics of preparing for IFR flight. Every phase of IFR flight has a specific number of items that should be checked by the checklist. When you play with the 'big boys' you must fit into the game by knowing what to say, do, and avoid.
Basic IFR Flight Skills
To fly basic instruments the pilot must acquire sufficient experience in flying with a light "finger-tip" touch to see that it really works best. Doing so, will make aircraft control an exercise in relaxation. You must hold the controls with only your fingertips. This is the beginning step in good instrument flying.
To fly IFR you must be able to do quite a number of different simple things in correct sequence. Anticipation instead of reaction. The timing and order of these things must be reduced to their most simple denominators. Then, after all aspects of instrument flight are in place and ordered you must have sufficient intellectual/emotional capacity left to carry on a casual conversation AND cope with some unexpected event. This is what you can do while driving a car.
--Do we lift off at Vso and climb at Vy? There are NO acceptable variations in airspeed. Speed is right or not right.
--Have we preset the trim?
--Do we know the direction and amount of trim change for several key configurations and power settings?
--Do we know the power changes and sequence, as well?
--Can you climb and level off at the same speeds with a minimum sequence of trim and power changes? Altitude is either right or not right. There are NO acceptable variations in altitude.
--Can you go from a climb to level cruise, likewise?
--From level cruise to approach speed?
--From approach to 500 fpm descent? And back level?
--From approach/landing configuration to climb?
--Go through any of the above flight changes and note the time required. Now cut that time in half next time.
--Once in a configuration, can we fly with one finger?
--How well can you hold heading with rudder alone? How long?
--How well can you track to a VOR like this?
For a given aircraft configuration, a known pitch attitude with a known power setting will result in a standard of performance. The configuration, pitch and power requirements MUST be pre-determined and known for the aircraft that we fly. Smoothness and precision is everything in IFR flying. Make flying the plane a part of your body. Think ahead...You must be able to anticipate any power changes required by control movements or pressures. Reaction instead of anticipation is indicative of a skill deficiency,
Basic instrument flight skills are those that a pilot can accomplish by reference to the aircraft instruments without outside reference. The four basic maneuvers (climbs, descents, level, and turns) alone or in combination, can be accomplished at several airspeeds and configurations with exact ordered sequence of power, control and trim. Specifically, you must know the power settings required for level, climb, and descent for at least two or more airspeeds. You must know how to anticipate the control movements and pressures required for any power changes. You must have mastered the following transitions.
I must make a very important note to the reader at this point. If the leveling off procedures, or any other procedure, given below are different from those you normally use you will have a potential problem. Under an instructor's initial guidance you may learn and perform without difficulty. When you are under stress, as on an actual approach, you may well revert back to prior techniques. I have seen it happen many times. An IFR skill must be over-learned and over-practiced until it becomes the skill you will exercise under stress.
Having the Light Touch when IFR
There are times, when flying IFR that having confidence in yourself and the aircraft will allow you to release the yoke and do cockpit chores hands-off. You should be able to change radio frequencies, shift through papers and deal with distractions for up to five seconds. During this time you do not touch the controls except with your feet. You continue to scan the instruments and make necessary corrections with you feet.
Compass Turns required when HI Dies
A standard rate turn is at three degrees per second. By dividing the number of degrees requires in a turn you can determine the number of seconds required to make the turn. Less than six-degree changes in heading can (should) be made with just rudder. Another way is to roll in and right back our of a half-standard rate for a three degree turn and a full standard rate for six degree turns. Use the vertical index of the Attitude Indicator for a level entry and level recovery from your turn. You should practice these turns and others.
Standard rate turn rule of thumb.
-Drop final zero off of airspeed and add five. Use attitude indicator for initial bank and check turn coordinator for calibration by timing turns.
Steep Turns
Making a steep turn under the hood is made easier if you roll quickly into the turn and lock the nose attitude with your elbow. Some speed deterioration will occur by the 180-degree point so it is best that some power be added then. On a flight test you might discuss ahead of time whether the examiner will allow the use of trim. I teach it with and without trim. I teach use of the VSI as a primary altitude indicator. Correct slight changes in altitude by changing your bank angle. Recovery from the steep bank requires that not only do you lead by 22 degrees, you must be positive in lowering the nose to the horizon.
No longer required on IFR checkride
Zero-Zero Takeoff Simulation
Stop momentarily on the runway centerline and set the heading indicator to the runway heading. Use right rudder as you apply power smoothly to maintain heading. Be sure to add additional rudder as you reach flying speed and raise the pitch attitude. The attitude indicator will show more than required pitch attitude than required on initial acceleration. Expect this.
Right Seat IFR
You can readjust yourself to the visual references and changed hand positions on the controls. You will learn how to fly cross panel in the pattern and doing flight maneuvers. You will be able to use the same line of sight referenced for aligning yourself with the same references as you used from the left seat. This is followed by IFR tracking on approaches. You will be forced to break habits you never even knew you had acquired. Parallax will cause your use of compass and HI to vary a few degrees from what is read from the left seat.
Transitions
--Normal climb to level cruise
--Level cruise to level approach speed
--Level cruise to level holding speed
--Level approach speed to holding speed
--Level cruise to 1000 fpm descent
--Level cruise to 500 fpm descent
--Approach speed to 1000 fpm descent
--Approach speed to 500 fpm descent
--Level approach speed to landing approach
--Descending approach speed to landing approach.
--Turning approach speed to short approach landing
A Tight Grip does not allow the pilot to sense the aircraft. This pilot will be anxious to control everything and end up controlling nothing. This anxious pilot will be tense and reduce his ability to sense the aircraft. Having these problems are normal. Some fear, tension, and concern is a good way to help you make safe decisions. The IFR training program is designed to eliminate them in-so-far as they affect your actual flying.
Beginning IFR students usually fly with a "death-grip" on the yoke. They react with jerks and have a tendency to over control. A pilot who reacts to feel or sound before verifying his reaction with the flight instruments will have 'jerk' control problems. Every change in configuration, of altitude, or heading requires that the scan speed be increased. Failure to increase the scan speed will again create control problems. Work on anticipation instead of reaction.
Another nearly unrecognizable factor may be body position. You must adjust the seat so that you can see under the wing and over the panel properly. Your body must be firmly supported by the seat. Some VFR pilots will lean in their seats while turning, a no-no in IFR. Some pilots nod or tilt their heads while receiving radio transmissions, another no-no. These VFR habits create difficulties under IFR.