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engine pressure ratio indicator, fuel flow gauges, etc.
The control instruments do not indicate how fast the aircraft
is flying or at what altitude it is flying. In order to determine
these variables and others, a pilot needs to refer to the
performance instruments.
Performance Instruments
The performance instruments directly reflect the performance
the aircraft is achieving. The speed of the aircraft can be
referenced on the airspeed indicator. The altitude can be
referenced on the altimeter. The aircraft’s climb performance
can be determined by referencing the vertical speed indicator
(VSI). [Figure 4-26] Other performance instruments
available are the heading indicator, angle of attack indicator,
and the slip/skid indicator.
The performance instruments will most directly reflect a
change in acceleration, which is defined as change in velocity
or direction. Therefore, these instruments indicate if the
aircraft is changing airspeed, altitude, or heading, which are
horizontal, vertical, or lateral vectors.
Navigation Instruments
The navigation instruments are comprised of global
positioning system (GPS) displays and indicators, very high
frequency omnidirectional range/nondirectional radio beacon
(VOR/NDB) indicators, moving map displays, localizer, and
glide slope (GS) indicators. [Figure 4-27] The instruments
indicate the position of the aircraft relative to a selected
navigation facility or fix. Navigation instruments allow
the pilot to maneuver the aircraft along a predetermined
path of ground-based or spaced-based navigation signals
without reference to any external visual cues. The navigation
instruments can support both lateral and visual inputs.
4-20
Figure 4-28. The chevron’s relationship to the horizon line
indicates the pitch of the aircraft.
The Four-Step Process Used to Change Attitude
In order to change the attitude of the aircraft, the pilot must
make the proper changes to the pitch, bank, or power settings
of the aircraft. Four steps (establish, trim, cross-check, and
adjust) have been developed in order to aid in the process.
Establish
Any time the attitude of the aircraft requires changing, the
pilot must adjust the pitch and/or bank in conjunction with
power to establish the desired performance. The changes
in pitch and bank require the pilot to reference the attitude
indicator in order to make precise changes. Power changes
should be verified on the tachometer, manifold pressure
gauge, etc. To ease the workload, the pilot should become
familiar with the approximate pitch and power changes
necessary to establish a specified attitude.
Trim
Another important step in attitude instrument flying is
trimming the aircraft. Trim is utilized to eliminate the need
to apply force to the control yoke in order to maintain the
desired attitude. When the aircraft is trimmed appropriately,
the pilot is able to relax pressure on the control yoke and
momentarily divert attention to another task at hand without
deviating from the desired attitude. Trimming the aircraft is
very important, and poor trim is one of the most common
errors instructors note in instrument students.
Cross-Check
Once the initial attitude changes have been made, the pilot
should verify the performance of the aircraft. Cross-checking
the control and performance instruments requires the pilot
to visually scan the instruments as well as interpret the
indications. All the instruments must be utilized collectively
in order to develop a full understanding of the aircraft attitude.
During the cross-check, the pilot needs to determine the
magnitude of any deviations and determine how much of a
change is required. All changes are then made based on the
control instrument indications.
Adjust
The final step in the process is adjusting for any deviations
that have been noted during the cross-check. Adjustments
should be made in small increments. The attitude indicator
and the power instruments are graduated in small increments
to allow for precise changes to be made. The pitch should be
made in reference to bar widths on the miniature airplane.
The bank angle can be changed in reference to the roll scale
and the power can be adjusted in reference to the tachometer,
manifold pressure gauge, etc.
By utilizing these four steps, pilots can better manage the
attitude of their aircraft. One common error associated with
this process is making a larger than necessary change when
a deviation is noted. Pilots need to become familiar with the
aircraft and learn how great a change in attitude is needed to
　
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