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

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

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

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

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

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

Control-Performance Method 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

Control-Performance Method 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

Control-Performance Method 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 Control-Performance Method

Control-Performance Method Setting Controls Gives Known Performance

Control-Performance Method Adjust Setting Controls Gives Known Performance

Control-Performance Method Adjust Setting Controls Gives Known Performance Power Attitude Trim

Control-Performance Method Adjust Setting Controls Gives Known Performance PAT Principle Power Attitude Trim

Control-Performance Method Adjust Setting Controls Gives Known Performance PAT Principle Power Torque Attitude Trim

Control-Performance Method Adjust Setting Controls Gives Known Performance PAT Principle Power Torque Attitude Pitch & Bank Trim

Control-Performance Method Adjust Setting Controls Gives Known Performance PAT Principle Power Torque Attitude Pitch & Bank Trim Ail/Elev/Rudder

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

Control-Performance Method Adjust Setting Controls Gives 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

Control-Performance Method Adjust Setting Controls Gives 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

Control-Performance Method Adjust Setting Controls Gives 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

Control-Performance Method Adjust Setting Controls Gives 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

Most basic skill in attitude instrument flying Scanning

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

Scanning Most basic skill in attitude instrument flying Also referred to as Cross-check Scanning is not just looking

Scanning Most basic skill in attitude instrument flying 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

Scanning Most basic skill in attitude instrument flying 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 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 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 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

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

Power & Attitude Combinations 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)

Power & Attitude Combinations 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

Power & Attitude Combinations 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 Max Rate Climb 140 KIAS/clean Precision App Final (ILS/PAR) 600 FPM /BAC S1 1000 FPM Normal Cruise 200 KIAS/clean Non Precision App Final (LOC, VOR, GPS, ASR) 800-1000 FPM /BAC 45 Steep Turn Slow Cruise/Holding 60 Steep Turn

Power & Attitude Combinations Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance 100% Cruise Climb 180 KIAS/clean Basic App Config (BAC) 120 KIAS/Gear /Flaps TO S1 1000 FPM 8-10 NH (8 FTI) Max Rate Climb 140 KIAS/clean Precision App Final (ILS/PAR) 600 FPM /BAC S1 1000 FPM Normal Cruise 200 KIAS/clean Non Precision App Final (LOC, VOR, GPS, ASR) 800-1000 FPM /BAC 45 Steep Turn Slow Cruise/Holding 60 Steep Turn

Power & Attitude Combinations Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance 100% Cruise Climb 180 KIAS/clean Basic App Config (BAC) 120 KIAS/Gear /Flaps TO S1 1000 FPM 8-10 NH (8 FTI) 100% Max Rate Climb 140 KIAS/clean Precision App Final (ILS/PAR) 600 FPM /BAC S1 1000 FPM 15 NH Normal Cruise 200 KIAS/clean Non Precision App Final (LOC, VOR, GPS, ASR) 800-1000 FPM /BAC 45 Steep Turn Slow Cruise/Holding 60 Steep Turn

Power & Attitude Combinations Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance 100% Cruise Climb 180 KIAS/clean Basic App Config (BAC) 120 KIAS/Gear /Flaps TO S1 1000 FPM 8-10 NH (8 FTI) 100% Max Rate Climb 140 KIAS/clean Precision App Final (ILS/PAR) 600 FPM /BAC S1 1000 FPM 15 NH 50% + Alt Normal Cruise 200 KIAS/clean Non Precision App Final (LOC, VOR, GPS, ASR) 800-1000 FPM /BAC 45 Steep Turn 0 NH Slow Cruise/Holding 60 Steep Turn

Power & Attitude Combinations Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance 100% Cruise Climb 180 KIAS/clean Basic App Config (BAC) 120 KIAS/Gear /Flaps TO S1 1000 FPM 8-10 NH (8 FTI) 100% Max Rate Climb 140 KIAS/clean Precision App Final (ILS/PAR) 600 FPM /BAC S1 1000 FPM 15 NH 50% + Alt Normal Cruise 200 KIAS/clean Non Precision App Final (LOC, VOR, GPS, ASR) 800-1000 FPM /BAC 45 Steep Turn 0 NH 31% (33% FTI) Slow Cruise/Holding 60 Steep Turn 2 NH (3 FTI)

Power & Attitude Combinations Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance 100% Cruise Climb 180 KIAS/clean Basic App Config (BAC) 120 KIAS/Gear /Flaps TO S1 1000 FPM 8-10 NH (8 FTI) 100% Max Rate Climb 140 KIAS/clean Precision App Final (ILS/PAR) 600 FPM /BAC S1 1000 FPM 15 NH 50% + Alt Normal Cruise 200 KIAS/clean Non Precision App Final (LOC, VOR, GPS, ASR) 800-1000 FPM /BAC 45 Steep Turn 0 NH 170 KIAS 31% (33% FTI) Slow Cruise/Holding 60 Steep Turn 2 NH (3 FTI)

Power & Attitude Combinations Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance 100% Cruise Climb 180 KIAS/clean 37% (42% FTI) Basic App Config (BAC) 120 KIAS/Gear /Flaps TO S1 1000 FPM 8-10 NH (8 FTI) 2.5 NH (3 FTI) 100% Max Rate Climb 140 KIAS/clean Precision App Final (ILS/PAR) 600 FPM /BAC S1 1000 FPM 15 NH 50% + Alt Normal Cruise 200 KIAS/clean Non Precision App Final (LOC, VOR, GPS, ASR) 800-1000 FPM /BAC 45 Steep Turn 0 NH 170 KIAS 31% (33% FTI) Slow Cruise/Holding 60 Steep Turn 2 NH (3 FTI)

Power & Attitude Combinations Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance 100% Cruise Climb 180 KIAS/clean 37% (42% FTI) Basic App Config (BAC) 120 KIAS/Gear /Flaps TO S1 1000 FPM 8-10 NH (8 FTI) 2.5 NH (3 FTI) 100% Max Rate Climb 140 KIAS/clean 24% Precision App Final (ILS/PAR) 600 FPM /BAC S1 1000 FPM 15 NH 0 NH 50% + Alt Normal Cruise 200 KIAS/clean Non Precision App Final (LOC, VOR, GPS, ASR) 800-1000 FPM /BAC 45 Steep Turn 0 NH 170 KIAS 31% (33% FTI) Slow Cruise/Holding 60 Steep Turn 2 NH (3 FTI)

Power & Attitude Combinations Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance 100% Cruise Climb 180 KIAS/clean 37% (42% FTI) Basic App Config (BAC) 120 KIAS/Gear /Flaps TO S1 1000 FPM 8-10 NH (8 FTI) 2.5 NH (3 FTI) 100% Max Rate Climb 140 KIAS/clean 24% Precision App Final (ILS/PAR) 600 FPM /BAC S1 1000 FPM 15 NH 0 NH 50% + Alt Normal Cruise 200 KIAS/clean 15% Non Precision App Final (LOC, VOR, GPS, ASR) 800-1000 FPM /BAC 45 Steep Turn 0 NH 170 KIAS 2 NL (1 FTI) 31% (33% FTI) Slow Cruise/Holding 60 Steep Turn 2 NH (3 FTI)

Power & Attitude Combinations Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance 100% Cruise Climb 180 KIAS/clean 37% (42% FTI) Basic App Config (BAC) 120 KIAS/Gear /Flaps TO 15% S1 1000 FPM 8-10 NH (8 FTI) 2.5 NH (3 FTI) 2 NL (0 FTI) 100% Max Rate Climb 140 KIAS/clean 24% Precision App Final (ILS/PAR) 600 FPM /BAC 55% 50% Low S1 1000 FPM 15 NH 0 NH 6 NH 50% + Alt Normal Cruise 200 KIAS/clean 15% Non Precision App Final (LOC, VOR, GPS, ASR) 800-1000 FPM /BAC 45 Steep Turn 0 NH 170 KIAS 2 NL (1 FTI) 31% (33% FTI) Slow Cruise/Holding 60 Steep Turn 2 NH (3 FTI)

Power & Attitude Combinations Controls Controls Controls Power Attitude Performance Power Attitude Performance Power Attitude Performance 100% Cruise Climb 180 KIAS/clean 37% (42% FTI) Basic App Config (BAC) 120 KIAS/Gear /Flaps TO 15% S1 1000 FPM 8-10 NH (8 FTI) 2.5 NH (3 FTI) 2 NL (0 FTI) 100% Max Rate Climb 140 KIAS/clean 24% Precision App Final (ILS/PAR) 600 FPM /BAC 55% 50% Low S1 1000 FPM 15 NH 0 NH 6 NH 50% + Alt Normal Cruise 200 KIAS/clean 15% Non Precision App Final (LOC, VOR, GPS, ASR) 800-1000 FPM /BAC 45% 40% Low 45 Steep Turn 0 NH 170 KIAS 2 NL (1 FTI) 3 NH 31% (33% FTI) Slow Cruise/Holding 60% 55% Low 60 Steep Turn 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: Altitude: 5 KIAS prior to desired Airspeed 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: Altitude: Heading: 5 KIAS prior to desired Airspeed 50 prior ( 1,000 FPM) / 100 prior (descent) 200 prior (climb) / 10% VVI (max rate climb) 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 200-250 KIAS & 4,000 FPM descent rate

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 200-250 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 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 200-250 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 Enroute Descent: Terminal Descent: Airspeed 200 250 KIAS Current Speed (200 KIAS) VSI 4,000 FPM As Req

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 200-250 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 Enroute Descent: Terminal Descent: Airspeed 200 250 KIAS Current Speed (200 KIAS) VSI 4,000 FPM 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

Descents Power Attitude Airspeed VSI Enroute Descent: 10% 10 NL 220 KIAS 4,000 FPM Terminal Descent: 20% 5 NL

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

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 Power Controls (PAT) 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 Power Controls (PAT) Attitude Airspeed Performance 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 **

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

Basic Instrument Scan T6BDriver.com