E. Task:
UNUSUAL FLIGHT ATTITUDES
REFERENCES: AC 61-21, AC 61-23, AC 61-27
RECOVERY FROM UNUSUAL ATTITUDES PARAMETERS
Nose up recovery by using pitch down, add power and level wings.
Nose down recovery by reducing power, leveling wings, and pitch up to level flight.
P 1. Knows and discusses basic instrument interpretation, scan, trim, and control for recovery from unusual attitude conditions.
P 2. Recognizes unusual flight attitudes solely by reference to instruments; recovers promptly to a stabilized level flight attitude using proper instrument cross-check and interpretations and smooth, coordinated control application in the correct sequence. Uses instruments to recognize and recover from unusual flight conditions and returning to stabilized level flight.
EX Able to explain how vertigo occurs and the use of flight instruments to gain/regain control of the aircraft. Able to interpret aircraft sounds and instrument positions indicating a critical attitude. Recovers to level flight by prompt, smooth, coordinated control, applied in the proper sequence. No excessive load factors, airspeeds, or stalls.
FAR 61.107(a)(6) requires that you receive simulated IFR flight instruction. The examiner is to test you for at least 3 minutes at straight and level. You are expected to maintain heading within 10 degrees altitude within 100', and airspeed within 10 knots. Since these are maximum limits, cut them in half for training purposes.
As indicated in previous material, there are many ways to create vertigo and illusions. The examiner will try to have you react instinctively rather than with planned deliberate response. He cannot pitch more than 10 degrees or bank more than 45. You are expected to recognize and correct the situation by returning to level-cruise flight. While doing this you are expected to react appropriately, smoothly, and in the correct sequence without developing excess speed, load factors, or stalls.
The student should relax for the ride and listen carefully to the sounds of the aircraft. When the examiner hands over control of the aircraft the sequence should be. If airspeed is high, power off. Low airspeed, full power. Focus on the attitude indicator FIRST. Level the wings on the BAR. Check trim and flap positions. Set flaps and trim as required with power for normal cruise.
Simple Unusual Attitude Recoveries
First, Check airspeed (use sound)
Second, Check altitude movement
Third, level wings with turn coordinator
Fourth, stop altitude change with pitch
High Speed Recovery
1. Power off
2. Level wings
3. Pitch to stop altimeter
4. Power to cruise
5. Fly needle. ball and airspeed
Low Speed Recovery
1. Full power
2. Level wings
3. Pitch for level
4. Cruise power
5. Fly needle, ball and airspeed
I was certainly called upon to demonstrate this skill on my Private Pilot checkride. The DE gave me several of them. I would don the hood, and put my head down. She jinked the airplane all over the place in uncoordinated flight and then said "your airplane" and expected me to recover. On one of the gyrations she quickly put the airplane into straight and level flight after a series of uncoordinated maneuvers under the hood with my head down. She was very impressed when I first looked at the gauges and did nothing. She said most of the pilots she does that to on the checkride immediately put the airplane INTO an unusual attitude!
Highflyer
Unusual Attitude Addition
I like to put a little frosting on the unusual attitude cake by creating a disorientation problem to be included. While the eyes are closed and the head down I give the heading indicator a good twist and tune the VOR to the most unfamiliar station around. Then, with the hood on, I ask the student to intercept a specific radial from the VOR and track outbound. When under stress, the failure to use a prepared checklist can cause serious difficulties.
Spiral Instability
Many pilots have become so expectant of autopilots and multiple trim controls capable of maintaining level flight, climb or descent that they become unaware that airplanes are inherently unstable. The stories of aircraft landing themselves are exceptional events. Airplanes have several factors that will always cause airplanes to spiral. All planes, to some degree, will make an un-commanded spiral if left alone. This is a normal but often forgotten aircraft characteristic. An aircraft that will not inherently spiral is too stable and will fly with am inherent Dutch roll.
Failure to teach this concept of inherent spiral instability is what causes IMC accidents. The pilot 'expects' the aircraft to remain straight and level when properly trimmed. It will not happen. Pilots who have not learned or been taught this fundamental will lack the knowledge and the requisite judgment to survive in IMC. Ignorance about spiral instability is a training defect that is easily ingrained during the presentation of unusual attitudes. Pupils don't fail, teachers do.
F. Task:
RADIO AIDS AND RADAR SERVICES
REFERENCES: AC 61-21, AC 61-23, AC 61-27 RADIO, NAVIGATION, AND RADAR PERFORMANCE PARAMETERS
Follows verbal instruction from ATC while flying aircraft at safe altitude flown + 200 feet, within 20 degrees of heading and 10 knots of airspeed.
P 1. Knows and discusses the uses and limits of radio communications, radar and navigational aids available by pilots flying by reference to instruments.
P 2. Selects, identifies, and uses ATC facilities.
P 3. Follows verbal instructions and/or navigation systems/facilities for guidance.
P 4. Flies safe altitude and headings using radio instructions, radar or Nav/Aids
P 5. Levels off and maintains altitude + 200', assigned final heading +20-degrees, airspeed + 10 knots. (25 degree bank under the hood is disqualifying in first edition of test.)
EX Show knowledge of com/nav radio frequencies, limitations, and terminology. Show similar knowledge of radar and transponder use.
It is in this section of the flight test where bad habits are likely to make the difference. Do not communicate unless the frequency is clear. Plan what to say, say what you plan. Identify navigational aids. (Something you have been neglecting since you first learned why it should be done) Know the basic frequencies. Know how to get frequencies from the sectional, ATC, or FSS. Know how to look at the sectional without holding the yoke. Know how to acknowledge and follow ATC instructions VFR/IFR.
Under stress, bad habits will rise and rise again. If you have developed a poor radio/radar procedure make and use a check list. How to use the VOR, the transponder, airport departure/arrival all should be studied to determine if your under stress procedure is acceptable.
Continued on Page PTS Emergency and Night
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