INSTRUMENT

FLYING
BASICS OF INSTRUMENT
FLYING
What to carry for an IF sortie ?

 All Document to be Carried on board as mentioned in

FOB
 Knee Board
 Approach chart
 Hood/Goggles
Contents

 Objectives
 Control Performance Concept
 Scanning Pattern
 Transition to instruments after take-off
 Maneuvers
 Unusual Attitude
 Couse Reversals
 Standard Callouts
Contents

 Objectives
 Control Performance Concept
 Scanning Pattern
 Transition to instruments after take-off
 Maneuvers
 Unusual Attitude
 Couse Reversals
 Standard Callouts
Objectives
• In this briefing: we discuss these basic
concepts of flying:
− but applied on instrument flying
− using instruments only as reference to control and navigate
the aircraft

• Why instrument flying?

− Insufficient visual references
(IMC, altitude to high)
− flight procedures
Contents

 Objectives

 Control Performance Concept

 Scanning Pattern
 Transition to instruments after take-off
 Maneuvers
 Unusual Attitude
 Couse Reversals
 Standard Callouts
Control Performance Concept

Control

Attitude + Power

Left hand stick Right hand throttle

Control Performance Concept
Control

Attitude + Power =
PERFORMANCE

Left hand stick Right hand LOAD LEVER

Pitch Attitude RPM / LOAD

Airspeed
Bank Angle Vert.Speed -
Control Performance Concept
Control Performance Concept

Performance Instruments
Contents

 Objectives
 Control Performance Concept
 Scanning Pattern
 Transition to instruments after take-off
 Maneuvers
 Unusual Attitude
 Couse Reversals
 Standard Callouts
Scanning Pattern

• We fly by setting pitch, bank

and power.
• We have to crosscheck the
performance instruments:
− To check for correct airspeed,
V/S, heading, …
− To notice deviations
Scanning Pattern

Sequence for crosscheck

− The center point of the scan is the attitude indicator
− After the attittude indicator, check a performance instr.
− Back to the attitude indicator
Scanning Pattern
Common Errors

 Fixation:scanning too long at one instrument

 Making corrections while looking at
performance instrument
 Over-correcting
 Impatient
Over-controlling leading to chasing needles
Contents

 Objectives
 Control Performance Concept
 Scanning Pattern
 Transition to instruments after take-off
 Maneuvers
 Unusual Attitude
 Couse Reversals
 Standard Callouts
Transition to instruments after take-
off
Transition to instruments after
take-off Visual heading reference
 for take-off
Take-off roll and rotation
- Visual
- Heading reference: Extended
centreline
 After Rotation
- Continue Visual till 500ft AGL
- Thereafter refer to attitude indicator to
check pitch and bank
- Heading reference: Set hdg bug on HSI
- Start following the Scanning pattern
Contents

 Objectives
 Control Performance Concept
 Scanning Pattern
 Transition to instruments after take-off
 Maneuvers
 Unusual Attitude
 Couse Reversals
 Standard Callouts
Maneuvers
 Turns
Maneuvers

Timed turns
Rate one turns : 3deg per sec
AOB for rate one turn : TAS/10 + 7 end of
calculated
example: if TAS is 120kts AOB = 120/10+7 = 19degtiming

TIMING
start rollout

RATE

on heading
ONE
• start
timer
• start roll
in
Common Errors in
Maneuvers
 Not thinking first about pitch/bank/power change to
make.
“Just doing something.”
 Making pitch/bank inputs while looking at
performance instruments, not flying attitudes.
 Not cross-checking power.
 Fixation during scan or scanning to slow.
 Not anticipating secondary effects.
 Not trimming .
 Trimming when not yet stabilized on speed.
Contents

 Objectives
 Control Performance Concept
 Scanning Pattern
 Transition to instruments after take-off
 Maneuvers

 Unusual Attitude
 Couse Reversals
 Standard Callouts
Unusual Attitude
 Normally an unusual attitude is defined as an un-
demanded or inadvertent pitch attitude of more
than +250 or nose down -100, a bank angle > 450
or a flight attitude even within these attitudes or
beyond, but with inappropriate airspeed,
changing rapidly towards the extremes of the
flight envelope, wherein a prompt and
appropriate response by aircrew (power and
flight control inputs) is required to stabilize the
aircraft promptly to level attitude and
parameters.
Unusual Attitude
Common Factors :
• Attitude indicator and HSI (gyro instruments) become
unreliable:
− pitch/bank limits might have been exceeded
− do not use these instruments
• Turn coordinator remains reliable! No topple.
• Attention diversion, while handling a serious emergency
on board, aircrew under situational overload
• While under IMC conditions and bad weather or at dark
night without any bright light references from the ground
Indication and Identification of
Unusual Attitude
• ADI (Pitch and Bank)
More of Ground (Brown) - Nose Low
More of sky (Blue) - Nose High
• Altimeter
Register the AC altitude and ascertain the rate at which
the AC is gaining/losing altitude
• Airspeed indicator
- Increasing Airspeed - Nose Low
- Decreasing Airspeed - Nose High
• VSI
Corelate the altimeter and ASI indications with VSI that it
is showing descend/ascend
Unusual Attitude
Recovery :
Identify, Call out, Power, Bank (wings) and Attitude

NOSE LOW NOSE HIGH

Brown/Ground Blue/Sky
1. Callout nose low attitude 1. Call out nose high attitude
2. POWER IDLE 2. FULL POWER
3. Aileron / rudder to neutralize 3. Bank to closest 30 deg
turn coordinator (wings level) 4. Guide nose down to horizon
4. Guide nose / pitch attitude to to stop altitude / V/S
the horizon 5. Aileron and rudder to
neutralize turn coordinator
(wings level)
Contents

 Objectives
 Control Performance Concept
 Scanning Pattern
 Transition to instruments after take-off
 Maneuvers
 Unusual Attitude
 Couse Reversals
 Standard Callouts
Course Reversals
Why a reversal procedure or racetrack ?

• For certain IFR approaches:

− there is no suitable initial or intermediate approach segment to
construct this kind of approach,
− there is insufficient distance to accommodate the loss of altitude,
− terrain or airspace restrictions apply.

• Instead of proceeding directly via the initial / intermediate segments, you

will pass overhead the airfield. Then proceed outbound and turn inbound
to establish on final.
Course Reversals
Types of Course reversal procedures

• 45°/180° procedure turn

• 80°/260° procedure turn
• 30°/210° base turn
Course Reversals
Types of Course reversal procedures
• 45°/180° procedure turn
• 80°/260° procedure turn
• 30°/210° base turn
Course Reversals
Types of Course reversal procedures
• 45°/180° procedure turn
• 80°/260° procedure turn
• 30°/210° base turn
Course Reversals
Types of Course reversal procedures
• 45°/180° procedure turn
• 80°/260° procedure turn
• 30°/210° base turn
Course Reversals
Procedure for 45°/180° procedure turn B
 After proceeding out on radial at point A
carry out rate 1 turn to the left to fly 45°
offset from present heading for 1 minute
 At point A start timer for 1 minute, if starting A
timer after the turn, time for 45 seconds
 After 1 minute at point B initiate rate one
turn to right to fly the reciprocal
heading(+180°) to intercept initial radial on
the reversed course
Course Reversals
Procedure for 45°/180° procedure turn B
Example:
 If initially flying a heading of 090° on radial 090°,
at point A start timer for 1 minute and turn left to
fly a 45° offset heading of 045°
A
 After 1 minute at point B, turn right and fly the
reciprocal heading of 225°(45°+180°) till D bar
gets alive, adjust bank to intercept the initial radial
of 090° on heading of 270°
 We have reversed our course from 090° to 270° on
the same radial of 090°
Course Reversals
Procedure for 80°/260° procedure turn
 Afterproceeding out on radial till point B
A initiate a rate one turn to left
A
 Turn
till you reach a 80° offset from
present heading
 Once reaching an offset heading of 80°
at around point B continue to turn 260°
continuously to the right to intercept
the initial radial on the reversed course
Course Reversals
Procedure for 80°/260° procedure turn
Example
 B
If initially flying a heading of 090° on radial of 090° at
point A initiate rate 1 turn to the left

A
Turn till you reach a heading of 010° which is at point
B
 Thereafter carry out a continuous rate 1 turn to the
right to intercept the radial 090° on a heading of
270° (010°+260°)
 Once D bar gets alive adjust bank to get D bar in the
center and roll out on heading of 270° on radial 090°
 We have reversed our course from 090° to 270° on
the same radial of 090°
Course Reversals
Procedure for 30°/210° base turn B
 After proceeding out on radial till point A B
carry out a rate 1 turn to the left to fly 30°
offset from present heading for 1 minute A
 At point A start timer for 1 minute, if starting
timer after the turn, time for 50 seconds A
 After 1 minute at point B initiate rate one
turn to right to intercept initial radial on the
reversed course
Course Reversals
Procedure for 30°/210° base turn B
 Ifinitially flying a heading of 090° on radial
B
090°, at point A start timer for 1 minute and
turn left to fly a 30° offset heading of 060°
A
 After 1 minute at point B, turn right to
intercept the initial radial of 090° on heading
A
of 270° (60°+210°)
 Once the D bar gets alive adjust bank to get D
bar in the center and roll out on heading of
270° on radial 090°
 We have reversed our course from 090° to
270° on the same radial of 090°
Standard Callouts
 After Take off at 1000ft indicated when changing over to instruments from visual flying
call out “Changing over to Instruments”
 Callouts during climb and descent
- 1000ft to level off
- 500ft to level off
- Lead Altitude
- Levelling off
 Callouts during Turns
- 30 ° to go
- Lead heading
- Rolling out
 DME callouts
- at 5 , 3 and 1 DME’s
 Radials
- at 30 ° and 10 ° radials to target radial
 Always confirm area to left/right clear before commencing turn
Introduction
• Holding procedure is used to keep the aircraft
within a specified airspace whilst awaiting further
clearance.
• Specfied airspace: protected area = holding area
+ buffer area
Introduction
• Holding fix:
-VOR station
- NDB station
- radial/DME fix HOLDING SIDE
NON-HOLDING SIDE
- intersection of 2 radials
- RNAV point

• Holding side – non-holding

side
Introduction
• All
turns are rate 1 or 25° angle of bank
whichever is less

• Maximum holding speed

− ICAO

At or below 14.000ft 170kts (CAT A & B)

• Direction of turn
− Standard holding

− Non-standard holding
Entry Sectors

A. Teardrop

70
°
B. Parallel B
C. Direct

C
A
70
°

This drawing is not practical to visualize

the entry in flight!
Another method to Visualize
Hold on radial 300° Inbound: 120 Outbound: 300

 Step 1 - Keep RMI to 12 o’clock and

the D-bar in the centre
 Step 2 - Visualise a line, which is
+70° and -110° from the present
heading creating 3 sector A +70
A - Offset/ Tear drop B °

B - Parallel -110°
C - Direct

C
Step 3 - Check in which sector the out
bound heading of the HOLD falls under
 As in the above case the outbound
heading falls in sector B it will be a
parallel entry
Parallel Entry
Tear drop entry
 Hold on radial 040, IWA VOR, Standard holding
(inbound of the hold will be 220)
Direct entry
 Hold on radial 150, IWA VOR, standard
holding
(inbound of the hold is 330)

• When passing the beacon, turn right

and follow the holding procedure.
• Set CRS pointer on inbound course for
the holding.
 Hold Procedure
(NIL wind condition)

 Passing the holding fix, once the VOR locks again turn right for
the outbound heading
 Start the timer when all three conditions are fulfilled
1. RMI to 3 o’clock (Abeam the fix)
2. TO▲ to FROM▼ indication
3. Wings level
 Fly on outbound heading for 1 minute
 At the end of the timing, right turn to intercept the inbound track
to the holding fix
 During inbound turn peform the 60° check

 Common Errors
 Not visualizing the holding on the HSI leading to a wrong
entry or confusion during the entry
 Not continuing with the basic instrument scan during
holding (entry) leading to speed and/or altitude
deviations
 Late inbound turn, not keeping the timer in the scan
 Forgetting wind corrections
 Applying incorrect wind corrections in the outbound leg
 Forgetting to start timer
 Not communicating with ATC during the holding entry
The End