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stop and stare when noting an instrument discrepancy
unless a pilot has trained enough to develop the skill
required for immediate recognition.
5-29
4. Attempting to recover by sensory sensations other than
sight. The discussion of disorientation in Chapter 1,
Human Factors, indicates the importance of trusting
the instruments.
5. Failure to practice basic instrument skills. All of the
errors noted in connection with basic instrument skills
are aggravated during unusual attitude recoveries until
the elementary skills have been mastered.
Instrument Takeoff
Competency in instrument takeoffs will provide the
proficiency and confidence necessary for use of flight
instruments during departures under conditions of low
visibility, rain, low ceilings, or disorientation at night. A
sudden rapid transition from “visual” to “instrument” flight
can result in serious disorientation and control problems.
Instrument takeoff techniques vary with different types of
airplanes, but the method described below is applicable
whether the airplane is single- or multiengine; tricycle gear
or conventional gear.
Align the airplane with the centerline of the runway with
the nosewheel or tailwheel straight. Lock the tailwheel, if so
equipped, and hold the brakes firmly to avoid creeping while
preparing for takeoff. Set the heading indicator with the nose
index on the 5° mark nearest the published runway heading
to allow instant detection of slight changes in heading during
the takeoff. Make certain that the instrument is uncaged (if it
has a caging feature) by rotating the knob after uncaging and
checking for constant heading indication. If using an electric
heading indicator with a rotatable needle, rotate the needle
so that it points to the nose position, under the top index.
Advance the throttle to an rpm that will provide partial rudder
control. Release the brakes, advancing the power smoothly
to takeoff setting.
During the takeoff roll, hold the heading constant on the
heading indicator by using the rudder. In multiengine,
propeller-driven airplanes, also use differential throttle to
maintain direction. The use of brakes should be avoided,
except as a last resort, as it usually results in overcontrolling
and extending the takeoff roll. Once the brakes are released,
any deviation in heading must be corrected instantly.
As the airplane accelerates, cross-check both heading
indicator and ASI rapidly. The attitude indicator may precess
to a slight nose-up attitude. As flying speed is approached
(approximately 15–25 knots below takeoff speed), smoothly
apply elevator control for the desired takeoff attitude on the
attitude indicator. This is approximately a two bar width
climb indication for most small airplanes.
Continue with a rapid cross-check of heading indicator and
attitude indicator as the airplane leaves the ground. Do not
pull it off; let it fly off while holding the selected attitude
constant. Maintain pitch-and-bank control by referencing
the attitude indicator, and make coordinated corrections in
heading when indicated on the heading indicator. Crosscheck
the altimeter and VSI for a positive rate of climb
(steady clockwise rotation of the altimeter needle, and the VSI
showing a stable rate of climb appropriate to the airplane).
When the altimeter shows a safe altitude (approximately 100
feet), raise the landing gear and flaps, maintaining attitude by
referencing the attitude indicator. Because of control pressure
changes during gear and flap operation, overcontrolling is
likely unless the pilot notes pitch indications accurately and
quickly. Trim off control pressures necessary to hold the
stable climb attitude. Check the altimeter, VSI, and airspeed
for a smooth acceleration to the predetermined climb speed
(altimeter and airspeed increasing, vertical speed stable). At
climb speed, reduce power to climb setting (unless full power
is recommended for climb by the POH/AFM and trim).
Throughout the instrument takeoff, cross-check and
interpretation must be rapid, and control positive and smooth.
During liftoff, gear and flap retraction, power reduction, and
the changing control reactions demand rapid cross-check,
adjustment of control pressures, and accurate trim changes.
Common Errors in Instrument Takeoffs
Common errors during the instrument takeoff include the
following:
1. Failure to perform an adequate flight deck check
before the takeoff. Pilots have attempted instrument
takeoffs with inoperative airspeed indicators (pitot
tube obstructed), gyros caged, controls locked,
　
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