Basic Instrument Scan - T6B Driver•Slow Scan • Eye movement from scanned area to area is slow...

Basic Instrument Scan

T6BDriver.comCreated: 4 Feb 2016Updated: 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

• 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

• 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

• Instrument Flight Fundamental:

Power + Attitude = Performance

• Three categories of instruments:

• 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

• 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

Setting Controls Known PerformanceGives

Adjust

Attitude

Adjust

Attitude

“PAT Principle”

Adjust

Power – Torque

Attitude

“PAT Principle”

Adjust

Power – Torque

Attitude – Pitch & Bank

“PAT Principle”

Adjust

Power – Torque

Trim – Ail/Elev/Rudder

“PAT Principle”

Adjust

Power – Torque

“PAT Principle”

-20% Rule of thumb for approximate AOB (max of 30° AOB)

Airspeed SRT200 KIAS 30°150 KIAS ≈25°

200 KIAS SRT

150 KIAS SRT

Adjust

Power – Torque

“PAT Principle”

Altitude

Adjust

Power – Torque

“PAT Principle”

Altitude

Airspeed

Adjust

Power – Torque

“PAT Principle”

Altitude

Airspeed

Slip-Skid & Turn Rate

Adjust

Power – Torque

“PAT Principle”

Altitude

Airspeed

Slip-Skid & Turn Rate

Heading

Scanning

• Most basic skill in attitude instrument flying

Scanning

• Also referred to as “Cross-check”

Scanning

• Scanning is not just looking

Scanning

• 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

• 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

• 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

• 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

• 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)

• 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

Performance

Controls

Power Attitude Performance

Controls

Power Attitude

Cruise Climb180 KIAS/clean

Max Rate Climb140 KIAS/clean

Normal Cruise200 KIAS/clean

Slow Cruise/Holding150 KIAS/clean

Basic App Config (BAC)120 KIAS/Gear ↓/Flaps TO

Precision App Final(ILS/PAR)600 FPM ↓/BAC

Non Precision App Final(LOC, VOR, GPS, ASR)800-1000 FPM ↓/BAC

S1 ↓ 1000 FPM150 KIAS/clean

S1 ↑ 1000 FPM150 KIAS/clean

45° Steep Turn150 KIAS/clean

Performance

Controls

Power Attitude

8-10° NH (8° FTI)

Performance

Controls

Power Attitude

8-10° NH (8° FTI)

15° NH

Performance

Controls

Power Attitude

8-10° NH (8° FTI)

15° NH

50% + Alt

0° NH

Performance

Controls

Power Attitude

8-10° NH (8° FTI)

15° NH

50% + Alt

0° NH

31%(33% FTI)

2° NH (3° FTI)

Performance

Controls

Power Attitude

8-10° NH (8° FTI)

15° NH

50% + Alt

0° NH

31%(33% FTI)

2° NH (3° FTI)

≈170 KIAS

Performance

Controls

Power Attitude

8-10° NH (8° FTI)

15° NH

50% + Alt

0° NH

31%(33% FTI)

2° NH (3° FTI)

≈170 KIAS

37%(42% FTI)

2.5° NH (3° FTI)

Performance

Controls

Power Attitude

S1 ↑1000 FPM150 KIAS/clean

8-10° NH (8° FTI)

15° NH

50% + Alt

0° NH

31%(33% FTI)

2° NH (3° FTI)

≈170 KIAS

37%(42% FTI)

2.5° NH (3° FTI)

0° NH

Performance

Controls

Power Attitude

8-10° NH (8° FTI)

15° NH

50% + Alt

0° NH

31%(33% FTI)

2° NH (3° FTI)

≈170 KIAS

37%(42% FTI)

2.5° NH (3° FTI)

0° NH

2° NL (1° FTI)

Performance

Controls

Power Attitude

8-10° NH (8° FTI)

15° NH

50% + Alt

0° NH

31%(33% FTI)

2° NH (3° FTI)

≈170 KIAS

37%(42% FTI)

2.5° NH (3° FTI)

0° NH

2° NL (1° FTI)

55%50% Low

2° NL (0° FTI)

6° NH

Performance

Controls

Power Attitude

8-10° NH (8° FTI)

15° NH

50% + Alt

0° NH

31%(33% FTI)

2° NH (3° FTI)

≈170 KIAS

37%(42% FTI)

2.5° NH (3° FTI)

0° NH

2° NL (1° FTI)

55%50% Low

2° NL (0° FTI)

6° NH

45%40% Low

60%55% Low

3° NH

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

Airspeed: 5 KIAS prior to desired Airspeed

Transition Points

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

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

15° 20°

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

• 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

200–250 KIAS

As Req

4,000 FPM

Current Speed(200 KIAS)

Descents

Enroute Descent:

Terminal Descent:

Airspeed VSI

As Req

4,000 FPM200–250 KIAS

Current Speed(200 KIAS)

Descents

Enroute Descent:

Airspeed VSIPower Attitude

Descents

Enroute Descent:

10% 10° NL

Descents

Enroute Descent:

10% 10° NL 4,000 FPM220 KIAS

Descents

Enroute Descent:

10% 10° NL 4,000 FPM220 KIAS

Terminal Descent: 20% 5° NL

Descents

Enroute Descent:

10% 10° NL 4,000 FPM220 KIAS

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

Descents

Enroute Descent:

10% 10° NL 4,000 FPM220 KIAS

** 5% Torque = 1° Pitch change **

Descents

Enroute Descent:

10% 10° NL 4,000 FPM220 KIAS

15% 6° NL

7° NL

8° NL

IDLE% 11° NL

Descents

Enroute Descent:

10% 10° NL 4,000 FPM220 KIAS

15% 6° NL

7° NL

8° NL

2,300 FPM

3,200 FPM

4,600 FPM

2,700 FPM

200 KIAS

200 KIASIDLE% 11° NL

Descents

Enroute Descent:

10% 10° NL 4,000 FPM220 KIAS

15% 6° NL

7° NL

8° NL

2,300 FPM

3,200 FPM

4,600 FPM

2,700 FPM

200 KIAS

Controls(PAT)

IDLE% 11° NL

Descents

Enroute Descent:

10% 10° NL 4,000 FPM220 KIAS

15% 6° NL

7° NL

8° NL

2,300 FPM

3,200 FPM

4,600 FPM

2,700 FPM

200 KIAS

Controls(PAT)

IDLE% 11° NL

Performance

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 - T6B Driver•Slow Scan • Eye movement from scanned area to area is slow...

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