IFH 6-21

Figure 6-28. The chevron’s relationship to the horizon line indicates the pitch of the aircraft. VOR 1 270° 2 1 1 2 4300 4200 4100 4000 3900 3800 4300 3600 3500 3400 3300 3200 3100 60 20 4040 4000 130 120 110 90 80 70 1 100 9 TAS 100KT Figure 4-24. Pitch Control Figure 6-29. Bank indicator index lines. XPDR 5537 IDNT LCL23:00:34 VOR 1 270° 2 1 1 2 4300 4200 4100 3900 3900 3800 4300 3600 3500 3400 3300 3200 3100 20 80 4000 4000 130 120 110 90 80 70 1 100 9 TAS 106KT OAT 7°C NAV1 108.00 113.00 NAV2 108.00 110.60 134.000 118.000 COM1 123.800 118.000 COM2 WPT _ _ _ _ _ _ DIS _ _ ._ NM DTK _ _ _°T TRK 360°T 0° 10° 20° 30° 45° 60° Figure 4-25. Bank Control In addition to the roll index, the instrument pilot utilizes the turn rate indicator to maintain the aircraft in a standard rate turn (3° per second). Most instrument maneuvers can be done comfortably, safely, and efficiently by utilizing a standard rate turn. Power Control The power instruments indicate how much power is being generated by the engine. They are not affected by turbulence, improper trim, or control pressures. All changes in power should be made with reference to power instruments and cross-checked on performance instruments. Power control needs to be learned from the beginning of flight training. Attitude instrument flying demands increased precision when it comes to power control. As experience increases, pilots begin to know approximately how much change in throttle position is required to produce the desired change in airspeed. Different aircraft demand differing amounts of throttle change to produce specific performance. It is imperative that the pilot make the specific changes on the power instruments and allow the performance to stabilize. Avoid the tendency to overcontrol. One common error encountered with glass panel displays is associated with the precision of the digital readouts. This precision causes pilots to focus too much attention on establishing the exact power setting. Control and power instruments are the foundation for precise attitude instrument flying. The keys to attitude instrument flying are establishing the desired aircraft attitude on the attitude indicator and selecting the desired engine output on the power instruments. Cross-checking is the vital ingredient in maintaining precise attitude instrument flight. Attitude Instrument Flying—Primary and Supporting Method The second method for performing attitude instrument flight is a direct extension of the control/power method. By utilizing the primary and supporting flight instruments in conjunction with the control and power instruments, the pilot can precisely maintain aircraft attitude. This method utilizes the same instruments as the control/power method; however, it focuses more on the instruments that depict the most accurate indication for the aspect of the aircraft attitude being controlled. The four key elements (pitch, bank, roll, and trim) are discussed in detail. Similar to the control/power method, all changes to aircraft attitude need to be made using the attitude indicator and the power instruments (tachometer, manifold pressure gauge, etc.). The following explains how each component of the aircraft attitude is monitored for performance.