Basic Instrument Scan T6BDriver.com Created: 4 Feb 2016

Basic Instrument Scan T6BDriver.com Created: 4 Feb 2016
Updated: 28 Aug 2016

Overview Information Sources Attitude Instrument Flying
Control-Performance Method Scanning (Cross-check) Scanning Errors Scan Pattern Power & Attitude Combinations Transition Points Descents

Instrument Flying Source Information NATOPS Instrument Flight Manual
Chapter 17 covers Attitude Instrument Flying Information a mix of FAA instrument methods Electronically issued publication

Instrument Flying Source Information NATOPS Instrument Flight Manual
Chapter 17 covers Attitude Instrument Flying Information a mix of FAA instrument methods Electronically issued publication Instrument Flight Training Instruction Chapter 2 covers Fundamental INAV Concepts Includes Attitude Instrument Flying & scanning Not as in-depth source as you would like

Instrument Flying Source Information FAA Instrument Flying Handbook
Origins routed back to FAA? Chapter 4 covers Airplane Attitude Instrument flying Defines Attitude Instrument Flying: The control of an aircraft’s spatial position by using instruments rather than outside visual references Defines Several methods used to scan and fly by instruments (Control- Performance / Primary & Supporting)

Control-Performance Method
Aircraft performance achieved by controlling aircraft attitude & power

Aircraft performance achieved by controlling aircraft attitude & power Instrument Flight Fundamental: Power + Attitude = Performance

Aircraft performance achieved by controlling aircraft attitude & power Instrument Flight Fundamental: Power + Attitude = Performance Three categories of instruments:

Aircraft performance achieved by controlling aircraft attitude & power Instrument Flight Fundamental: Power + Attitude = Performance Three categories of instruments: Control Instruments Display immediate attitude and power indications Calibrated to permit adjustments in precise amounts

Aircraft performance achieved by controlling aircraft attitude & power Instrument Flight Fundamental: Power + Attitude = Performance Three categories of instruments: Control Instruments Display immediate attitude and power indications Calibrated to permit adjustments in precise amounts Performance Instruments Indicate the aircraft’s actual performance Not always instantaneous

Aircraft performance achieved by controlling aircraft attitude & power Instrument Flight Fundamental: Power + Attitude = Performance Three categories of instruments: Control Instruments Display immediate attitude and power indications Calibrated to permit adjustments in precise amounts Performance Instruments Indicate the aircraft’s actual performance Not always instantaneous Navigation Instruments Indicate position of aircraft in relation to navigation facility/fix Learn to incorporate in I22XX block of training

Setting Controls

Gives Setting Controls Known Performance

Adjust Gives Setting Controls Known Performance

Adjust Gives Setting Controls Known Performance Power Attitude Trim

Adjust Gives Setting Controls Known Performance “PAT Principle” Power Attitude Trim

Adjust Gives Setting Controls Known Performance “PAT Principle” Power – Torque Attitude Trim

Adjust Gives Setting Controls Known Performance “PAT Principle” Power – Torque Attitude – Pitch & Bank Trim

Adjust Gives Setting Controls Known Performance “PAT Principle” Power – Torque Attitude – Pitch & Bank Trim – Ail/Elev/Rudder

Adjust Gives Setting Controls Known Performance “PAT Principle” Power – Torque Attitude – Pitch & Bank Trim – Ail/Elev/Rudder 150 KIAS SRT 200 KIAS SRT -20% Rule of thumb for approximate AOB (max of 30° AOB) Airspeed SRT 200 KIAS 30° 150 KIAS ≈25°

Adjust Gives Setting Controls Known Performance “PAT Principle” Power – Torque Attitude – Pitch & Bank Trim – Ail/Elev/Rudder Altitude -20% Rule of thumb for approximate AOB (max of 30° AOB) Airspeed SRT 200 KIAS 30° 150 KIAS ≈25°

Adjust Gives Setting Controls Known Performance “PAT Principle” Power – Torque Attitude – Pitch & Bank Trim – Ail/Elev/Rudder Altitude Airspeed -20% Rule of thumb for approximate AOB (max of 30° AOB) Airspeed SRT 200 KIAS 30° 150 KIAS ≈25°

Adjust Gives Setting Controls Known Performance “PAT Principle” Power – Torque Attitude – Pitch & Bank Trim – Ail/Elev/Rudder Altitude Airspeed Slip-Skid & Turn Rate -20% Rule of thumb for approximate AOB (max of 30° AOB) Airspeed SRT 200 KIAS 30° 150 KIAS ≈25°

Adjust Gives Setting Controls Known Performance “PAT Principle” Power – Torque Attitude – Pitch & Bank Trim – Ail/Elev/Rudder Altitude Airspeed Slip-Skid & Turn Rate Heading -20% Rule of thumb for approximate AOB (max of 30° AOB) Airspeed SRT 200 KIAS 30° 150 KIAS ≈25°

Scanning Most basic skill in attitude instrument flying

Scanning Most basic skill in attitude instrument flying
Also referred to as “Cross-check”

Also referred to as “Cross-check” Scanning is not just looking

Also referred to as “Cross-check” Scanning is not just looking Scanning incorporates: Knowing where to look & when to look Interpreting (reading) the instrument Calculating deviation from desired performance Going back to set correction on control instruments Re-checking performance instruments to ensure correction working

Also referred to as “Cross-check” Scanning is not just looking Scanning incorporates: Knowing where to look & when to look Interpreting (reading) the instrument Calculating deviation from desired performance Going back to set correction on control instruments Re-checking performance instruments to ensure correction working Various BI maneuvers help improve scan All maneuvers work basic scan rhythm (where & when) & deviations (corrections) Timed Turns & S1 – Works deviation recognition & corrections to precise levels Steep Turns – Works speed of scan GCA & App Pattern – Work basic transitions & setting known Pwr/Attitude combo

Scanning Errors Improper Scan
Looking at/emphasizing the wrong instrument during a maneuver (omission) Beginning to scan from control instruments before the controls are set Moving eyes between instruments but not reading or making corrections to deviations

Scanning Errors Improper Scan Slow Scan
Looking at/emphasizing the wrong instrument during a maneuver (omission) Beginning to scan from control instruments before the controls are set Moving eyes between instruments but not reading or making corrections to deviations Slow Scan Eye movement from scanned area to area is slow due to reading instrument or unfamiliarity of pattern Delays returning to controls causing deviations to grow before corrections

Scanning Errors Improper Scan Slow Scan Stagnating Scan/Fixation
Looking at/emphasizing the wrong instrument during a maneuver (omission) Beginning to scan from control instruments before the controls are set Moving eyes between instruments but not reading or making corrections to deviations Slow Scan Eye movement from scanned area to area is slow due to reading instrument or unfamiliarity of pattern Delays returning to controls causing deviations to grow before corrections Stagnating Scan/Fixation Tendency to stare at one instrument for too long causing a breakdown in scan pattern & efficiency Occurs reading instruments, trying to calculate deviations, trying to be too precise on performance instruments

Scanning Errors Improper Scan Slow Scan Stagnating Scan/Fixation
Looking at/emphasizing the wrong instrument during a maneuver (omission) Beginning to scan from control instruments before the controls are set Moving eyes between instruments but not reading or making corrections to deviations Slow Scan Eye movement from scanned area to area is slow due to reading instrument or unfamiliarity of pattern Delays returning to controls causing deviations to grow before corrections Stagnating Scan/Fixation Tendency to stare at one instrument for too long causing a breakdown in scan pattern & efficiency Occurs reading instruments, trying to calculate deviations, trying to be too precise on performance instruments Chasing Performance Instruments Making movements with the controls while looking at a performance instrument vice setting new controls Common error because grades are given of errors from the performance instruments

Scan Pattern Need to spend approx. 80% (50% FTI) of time on control instruments

Scan Pattern Need to spend approx. 80% (50% FTI) of time on control instruments Hub-Spoke is most common Center of scan is the control instruments Quick scans out to performance instruments & then back to control instruments Others include: Selected Radial, Inverted-V, Rectangular, circular cross-checks Glass cockpit makes scan easier than “steam gauges”

Power & Attitude Combinations
Need to know what controls to set for desired performance

Need to know what controls to set for desired performance Identify performance areas that are common and then figure control combination (reverse engineering)

Need to know what controls to set for desired performance Identify performance areas that are common and then figure control combination (reverse engineering) Memorize these combinations to make scanning easier Chapter 2 Table Chapter 5 Table Power w/i 3% (power variable due to atmosphere or altitude)

Need to know what controls to set for desired performance Identify performance areas that are common and then figure control combination (reverse engineering) Memorize these combinations to make scanning easier Chapter 2 Table Chapter 5 Table Power w/i 3% (power variable due to atmosphere or altitude) FTI differences pointed out in this briefing and videos Some number variance Look at a pitch “picture” vice a number

Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance Cruise Climb 180 KIAS/clean Basic App Config (BAC) 120 KIAS/Gear ↓/Flaps TO S1 ↓ 1000 FPM 150 KIAS/clean Precision App Final (ILS/PAR) 600 FPM ↓/BAC Max Rate Climb 140 KIAS/clean S1 ↑ 1000 FPM 150 KIAS/clean Non Precision App Final (LOC, VOR, GPS, ASR) FPM ↓/BAC Normal Cruise 200 KIAS/clean 45° Steep Turn 150 KIAS/clean Slow Cruise/Holding 150 KIAS/clean 60° Steep Turn 150 KIAS/clean

Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance Cruise Climb 180 KIAS/clean Basic App Config (BAC) 120 KIAS/Gear ↓/Flaps TO S1 ↓ 1000 FPM 150 KIAS/clean 100% 8-10° NH (8° FTI) Precision App Final (ILS/PAR) 600 FPM ↓/BAC Max Rate Climb 140 KIAS/clean S1 ↑ 1000 FPM 150 KIAS/clean Non Precision App Final (LOC, VOR, GPS, ASR) FPM ↓/BAC Normal Cruise 200 KIAS/clean 45° Steep Turn 150 KIAS/clean 45° Steep Turn 150 KIAS/clean Slow Cruise/Holding 150 KIAS/clean 60° Steep Turn 150 KIAS/clean

Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance Cruise Climb 180 KIAS/clean Basic App Config (BAC) 120 KIAS/Gear ↓/Flaps TO S1 ↓ 1000 FPM 150 KIAS/clean 100% 8-10° NH (8° FTI) Precision App Final (ILS/PAR) 600 FPM ↓/BAC 100% Max Rate Climb 140 KIAS/clean S1 ↑ 1000 FPM 150 KIAS/clean 15° NH Non Precision App Final (LOC, VOR, GPS, ASR) FPM ↓/BAC Normal Cruise 200 KIAS/clean 45° Steep Turn 150 KIAS/clean 45° Steep Turn 150 KIAS/clean Slow Cruise/Holding 150 KIAS/clean 60° Steep Turn 150 KIAS/clean

Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance Cruise Climb 180 KIAS/clean Basic App Config (BAC) 120 KIAS/Gear ↓/Flaps TO S1 ↓ 1000 FPM 150 KIAS/clean 100% 8-10° NH (8° FTI) Precision App Final (ILS/PAR) 600 FPM ↓/BAC 100% Max Rate Climb 140 KIAS/clean S1 ↑ 1000 FPM 150 KIAS/clean 15° NH Non Precision App Final (LOC, VOR, GPS, ASR) FPM ↓/BAC Normal Cruise 200 KIAS/clean 45° Steep Turn 150 KIAS/clean 45° Steep Turn 150 KIAS/clean 50% + Alt 0° NH Slow Cruise/Holding 150 KIAS/clean 60° Steep Turn 150 KIAS/clean

Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance Cruise Climb 180 KIAS/clean Basic App Config (BAC) 120 KIAS/Gear ↓/Flaps TO S1 ↓ 1000 FPM 150 KIAS/clean 100% 8-10° NH (8° FTI) Precision App Final (ILS/PAR) 600 FPM ↓/BAC 100% Max Rate Climb 140 KIAS/clean S1 ↑ 1000 FPM 150 KIAS/clean 15° NH Non Precision App Final (LOC, VOR, GPS, ASR) FPM ↓/BAC Normal Cruise 200 KIAS/clean 45° Steep Turn 150 KIAS/clean 45° Steep Turn 150 KIAS/clean 50% + Alt 0° NH Slow Cruise/Holding 150 KIAS/clean 60° Steep Turn 150 KIAS/clean 31% (33% FTI) 2° NH (3° FTI)

Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance Cruise Climb 180 KIAS/clean Basic App Config (BAC) 120 KIAS/Gear ↓/Flaps TO S1 ↓ 1000 FPM 150 KIAS/clean 100% 8-10° NH (8° FTI) Precision App Final (ILS/PAR) 600 FPM ↓/BAC 100% Max Rate Climb 140 KIAS/clean S1 ↑ 1000 FPM 150 KIAS/clean 15° NH Non Precision App Final (LOC, VOR, GPS, ASR) FPM ↓/BAC Normal Cruise 200 KIAS/clean 45° Steep Turn 150 KIAS/clean 45° Steep Turn 150 KIAS/clean 50% + Alt 0° NH ≈170 KIAS Slow Cruise/Holding 150 KIAS/clean 60° Steep Turn 150 KIAS/clean 31% (33% FTI) 2° NH (3° FTI)

Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance Cruise Climb 180 KIAS/clean 37% (42% FTI) Basic App Config (BAC) 120 KIAS/Gear ↓/Flaps TO S1 ↓ 1000 FPM 150 KIAS/clean 100% 8-10° NH (8° FTI) 2.5° NH (3° FTI) Precision App Final (ILS/PAR) 600 FPM ↓/BAC 100% Max Rate Climb 140 KIAS/clean S1 ↑ 1000 FPM 150 KIAS/clean 15° NH Non Precision App Final (LOC, VOR, GPS, ASR) FPM ↓/BAC Normal Cruise 200 KIAS/clean 45° Steep Turn 150 KIAS/clean 45° Steep Turn 150 KIAS/clean 50% + Alt 0° NH ≈170 KIAS Slow Cruise/Holding 150 KIAS/clean 60° Steep Turn 150 KIAS/clean 31% (33% FTI) 2° NH (3° FTI)

Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance Cruise Climb 180 KIAS/clean 37% (42% FTI) Basic App Config (BAC) 120 KIAS/Gear ↓/Flaps TO S1 ↓ 1000 FPM 150 KIAS/clean 100% 8-10° NH (8° FTI) 2.5° NH (3° FTI) Precision App Final (ILS/PAR) 600 FPM ↓/BAC 100% Max Rate Climb 140 KIAS/clean 24% S1 ↑1000 FPM 150 KIAS/clean 15° NH 0° NH Non Precision App Final (LOC, VOR, GPS, ASR) FPM ↓/BAC Normal Cruise 200 KIAS/clean 45° Steep Turn 150 KIAS/clean 45° Steep Turn 150 KIAS/clean 50% + Alt 0° NH ≈170 KIAS Slow Cruise/Holding 150 KIAS/clean 60° Steep Turn 150 KIAS/clean 31% (33% FTI) 2° NH (3° FTI)

Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance Cruise Climb 180 KIAS/clean 37% (42% FTI) Basic App Config (BAC) 120 KIAS/Gear ↓/Flaps TO S1 ↓ 1000 FPM 150 KIAS/clean 100% 8-10° NH (8° FTI) 2.5° NH (3° FTI) Precision App Final (ILS/PAR) 600 FPM ↓/BAC 100% Max Rate Climb 140 KIAS/clean 24% S1 ↑ 1000 FPM 150 KIAS/clean 15° NH 0° NH Non Precision App Final (LOC, VOR, GPS, ASR) FPM ↓/BAC Normal Cruise 200 KIAS/clean 45° Steep Turn 150 KIAS/clean 45° Steep Turn 150 KIAS/clean 50% + Alt 15% 0° NH 2° NL (1° FTI) ≈170 KIAS Slow Cruise/Holding 150 KIAS/clean 60° Steep Turn 150 KIAS/clean 31% (33% FTI) 2° NH (3° FTI)

Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance Cruise Climb 180 KIAS/clean 37% (42% FTI) Basic App Config (BAC) 120 KIAS/Gear ↓/Flaps TO S1 ↓ 1000 FPM 150 KIAS/clean 100% 15% 8-10° NH (8° FTI) 2.5° NH (3° FTI) 2° NL (0° FTI) Precision App Final (ILS/PAR) 600 FPM ↓/BAC 100% Max Rate Climb 140 KIAS/clean 24% 55% 50% Low S1 ↑ 1000 FPM 150 KIAS/clean 15° NH 0° NH 6° NH Non Precision App Final (LOC, VOR, GPS, ASR) FPM ↓/BAC Normal Cruise 200 KIAS/clean 45° Steep Turn 150 KIAS/clean 45° Steep Turn 150 KIAS/clean 50% + Alt 15% 0° NH 2° NL (1° FTI) ≈170 KIAS Slow Cruise/Holding 150 KIAS/clean 60° Steep Turn 150 KIAS/clean 31% (33% FTI) 2° NH (3° FTI)

Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance Cruise Climb 180 KIAS/clean 37% (42% FTI) Basic App Config (BAC) 120 KIAS/Gear ↓/Flaps TO S1 ↓ 1000 FPM 150 KIAS/clean 100% 15% 8-10° NH (8° FTI) 2.5° NH (3° FTI) 2° NL (0° FTI) Precision App Final (ILS/PAR) 600 FPM ↓/BAC 100% Max Rate Climb 140 KIAS/clean 24% 55% 50% Low S1 ↑ 1000 FPM 150 KIAS/clean 15° NH 0° NH 6° NH Non Precision App Final (LOC, VOR, GPS, ASR) FPM ↓/BAC Normal Cruise 200 KIAS/clean 45% 40% Low 45° Steep Turn 150 KIAS/clean 45° Steep Turn 150 KIAS/clean 50% + Alt 15% 0° NH 2° NL (1° FTI) ≈170 KIAS 3° NH Slow Cruise/Holding 150 KIAS/clean 60% 55% Low 60° Steep Turn 150 KIAS/clean 31% (33% FTI) 2° NH (3° FTI) 5° NH (4° FTI)

Transition Points Used during scan to mark point at which you return to the controls to reset the power & attitude for the next performance requirement Defined for Airspeed, Altitude, & Heading:

Transition Points Used during scan to mark point at which you return to the controls to reset the power & attitude for the next performance requirement Defined for Airspeed, Altitude, & Heading: Airspeed: 5 KIAS prior to desired Airspeed

Transition Points Used during scan to mark point at which you return to the controls to reset the power & attitude for the next performance requirement Defined for Airspeed, Altitude, & Heading: Airspeed: 5 KIAS prior to desired Airspeed Altitude: 50’ prior (≤1,000’ FPM) / 100’ prior (descent) 200’ prior (climb) / 10% VVI (max rate climb)

Transition Points Used during scan to mark point at which you return to the controls to reset the power & attitude for the next performance requirement Defined for Airspeed, Altitude, & Heading: 15° 20° Airspeed: 5 KIAS prior to desired Airspeed Altitude: 50’ prior (≤1,000’ FPM) / 100’ prior (descent) 200’ prior (climb) / 10% VVI (max rate climb) Heading: 1/3 AOB Rule of Thumb -Start with 10° prior -Most use 5° prior -Use bracket technique -Use side of Hdg Box for ref

Descents Enroute Descent
Used when descending from higher enroute structure where speed & alt loss is not a big factor (note: 250 KIAS below 10,000 MSL) See NATOPS appendix A for max range descents and other descent profiles FTI procedure calls for KIAS & 4,000 FPM descent rate

Descents Enroute Descent Terminal Descent
Used when descending from higher enroute structure where speed & alt loss is not a big factor (note: 250 KIAS below 10,000 MSL) See NATOPS appendix A for max range descents and other descent profiles FTI procedure calls for KIAS & 4,000 FPM descent rate Terminal Descent Used in Terminal Area where speed is constant to maintain predictability during vectoring FTI procedure calls for maintaining current airspeed (200 KIAS) & descent rate as required

Descents Enroute Descent Terminal Descent Airspeed VSI
Used when descending from higher enroute structure where speed & alt loss is not a big factor (note: 250 KIAS below 10,000 MSL) See NATOPS appendix A for max range descents and other descent profiles FTI procedure calls for KIAS & 4,000 FPM descent rate Terminal Descent Used in Terminal Area where speed is constant to maintain predictability during vectoring FTI procedure calls for maintaining current airspeed (200 KIAS) & descent rate as required Airspeed VSI Enroute Descent: 200–250 KIAS 4,000 FPM Terminal Descent: Current Speed (200 KIAS) As Req

Descents ???? Help! Enroute Descent Terminal Descent Airspeed VSI
Used when descending from higher enroute structure where speed & alt loss is not a big factor (note: 250 KIAS below 10,000 MSL) See NATOPS appendix A for max range descents and other descent profiles FTI procedure calls for KIAS & 4,000 FPM descent rate Terminal Descent Used in Terminal Area where speed is constant to maintain predictability during vectoring FTI procedure calls for maintaining current airspeed (200 KIAS) & descent rate as required Airspeed VSI ???? Help! Enroute Descent: 200–250 KIAS 4,000 FPM Terminal Descent: Current Speed (200 KIAS) As Req

Descents Power Attitude Airspeed VSI Enroute Descent:

Descents Power Attitude Airspeed VSI Enroute Descent: 10% 10° NL

Descents Power Attitude Airspeed VSI Enroute Descent: 10% 10° NL
220 KIAS 4,000 FPM

220 KIAS 4,000 FPM Terminal Descent: 20% 5° NL

220 KIAS 4,000 FPM Terminal Descent: 20% 5° NL 200 KIAS 2,000 FPM

** 5% Torque = 1° Pitch change **
Descents Power Attitude Airspeed VSI Enroute Descent: 10% 10° NL 220 KIAS 4,000 FPM Terminal Descent: 20% 5° NL 200 KIAS 2,000 FPM ** 5% Torque = 1° Pitch change **

Descents Power Attitude Airspeed VSI Enroute Descent: 10% 10° NL 220 KIAS 4,000 FPM Terminal Descent: 20% 5° NL 200 KIAS 2,000 FPM 15% 6° NL 10% 7° NL 5% 8° NL IDLE% 11° NL ** 5% Torque = 1° Pitch change **

Descents Power Attitude Airspeed VSI Enroute Descent: 10% 10° NL 220 KIAS 4,000 FPM Terminal Descent: 20% 5° NL 200 KIAS 2,000 FPM 15% 6° NL 200 KIAS 2,300 FPM 10% 7° NL 200 KIAS 2,700 FPM 5% 8° NL 200 KIAS 3,200 FPM IDLE% 11° NL 200 KIAS 4,600 FPM ** 5% Torque = 1° Pitch change **

Descents Controls (PAT) Power Attitude Airspeed VSI Enroute Descent: 10% 10° NL 220 KIAS 4,000 FPM Terminal Descent: 20% 5° NL 200 KIAS 2,000 FPM 15% 6° NL 200 KIAS 2,300 FPM 10% 7° NL 200 KIAS 2,700 FPM 5% 8° NL 200 KIAS 3,200 FPM IDLE% 11° NL 200 KIAS 4,600 FPM ** 5% Torque = 1° Pitch change **

Descents Controls (PAT) Performance Power Attitude Airspeed VSI Enroute Descent: 10% 10° NL 220 KIAS 4,000 FPM Terminal Descent: 20% 5° NL 200 KIAS 2,000 FPM 15% 6° NL 200 KIAS 2,300 FPM 10% 7° NL 200 KIAS 2,700 FPM 5% 8° NL 200 KIAS 3,200 FPM IDLE% 11° NL 200 KIAS 4,600 FPM ** 5% Torque = 1° Pitch change **

Summary Information Sources Attitude Instrument Flying
Control-Performance Method Scanning (Cross-check) Scanning Errors Scan Pattern Power & Attitude Combinations Transition Points Descents

Basic Instrument Scan T6BDriver.com

Basic Instrument Scan T6BDriver.com Created: 4 Feb 2016

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