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second screen is positioned in approximately the center of
the instrument panel and is referred to as the multi-function
display (MFD). [Figure 4-22] The pilot can use the MFD
to display navigation information (moving maps), aircraft
systems information (engine monitoring), or should the need
arise, a PFD. [Figure 4-23] With just these two screens,
aircraft designers have been able to de-clutter instrument
panels while increasing safety. This has been accomplished
through the utilization of solid-state instruments which have
a failure rate far lower than those of conventional analog
instrumentation.
However, in the event of electrical failure, the pilot still
has emergency instruments as a backup. These instruments
either do not require electrical power, or as in the case
of many attitude indicators, they are battery equipped.
[Figure 4-24]
Pilots flying under visual flight rules (VFR) maneuver their
aircraft by reference to the natural horizon, utilizing specific
reference points on the aircraft. In order to operate the aircraft
in other than VFR weather, with no visual reference to the
natural horizon, pilots need to develop additional skills.
These skills come from the ability to maneuver the aircraft by
reference to flight instruments alone. These flight instruments
replicate all the same key elements that a VFR pilot utilizes
during a normal flight. The natural horizon is replicated on
the attitude indicator by the artificial horizon.
Understanding how each flight instrument operates and
what role it plays in controlling the attitude of the aircraft
is fundamental in learning attitude instrument flying. When
the pilot understands how all the instruments are used in
establishing and maintaining a desired aircraft attitude, the
pilot is better prepared to control the aircraft should one
or more key instruments fail or if the pilot should enter
instrument flight conditions.
Learning Methods
There are two basic methods utilized for learning attitude
instrument flying. They are “control and performance” and
“primary and supporting.” These methods rely on the same
flight instruments and require the pilot to make the same
adjustments to the flight and power controls to control aircraft
attitude. The main difference between the two methods is the
importance that is placed on the attitude indicator and the
interpretation of the other flight instruments.
4-17
Figure 4-22. Multifunction Display (MFD).
Figure 4-23. Reversionary Displays.
4-18
Figure 4-24. Emergency Back-up of the Airspeed Indicator, Attitude Indicator, and Altitude Indicator.
Figure 4-25. Control Instruments.
XPDR 5537 IDNT LCL23:00:34
VOR 1
270°
2
1
1
-500
4300
4200
4100
3900
3900
3800
4300
20
4000
4000
130
120
90
1
1009
TAS 100KT
OAT 7°C
ALERTS
NAV1 108.00 113.00
NAV2 108.00 110.60
134.000 118.000 COM1
123.800 118.000 COM2
WPT _ _ _ _ _ _ DIS _ _ ._ NM DTK _ _ _° TRK 360°
N-S E-W
5
338
1
1652
200
46
13.7
2300
23.0
2
80
110
80
70
100
9
Figure 4-21. Control Instruments.
Control and Performance Method
Aircraft performance is accomplished by controlling the
aircraft attitude and power output. Aircraft attitude is the
relationship of its longitudinal and lateral axes to the Earth’s
horizon. When flying in instrument flight conditions, the
pilot controls the attitude of the aircraft by referencing the
flight instruments and manipulating the power output of the
engine to achieve the performance desired. This method can
be used to achieve a specific performance level enabling a
pilot to perform any basic instrument maneuver.
The instrumentation can be broken up into three different
categories: control, performance, and navigation.
Control Instruments
The control instruments depict immediate attitude and power
changes. The instrument for attitude display is the attitude
indicator. Power changes are directly reflected on the manifold
pressure gauge and the tachometer. [Figure 4-25] All three
of these instruments can reflect small adjustments, allowing
for precise control of aircraft attitude.
4-19
Figure 4-26. Performance Instruments.
Figure 4-27. Navigation Instruments.
In addition, the configuration of the power indicators installed
in each aircraft may vary to include the following types of
power indicators: tachometers, manifold pressure indicator,
　
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