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useful on missed approaches.
Climbing
From the cruise, raise the nose to
what you think would be a good
attitude (you will get used to what it
might be as time goes by). Keep
level, watching the ASI reduce to
climb speed, then add the required
power (usually full) when it gets
there and trim out.
You need to anticipate the levelling
off altitude by about 10% of the rate
of climb (i.e. 50 feet for 500 feet per
minute), pushing the nose forward
gently, then reduce the power, and
trim again. Tip: If you can manage
to peak the levelling process about
the width of the needle above the
height required, so that you are in a
descending attitude when you finally
do level, it will help performance,
and provide a "step" to keep the
machine ahead of the game.
Descending
Reduce the power and keep the
wings level. As the ASI approaches
your descent speed, select the right
nose-down pitch, keep the speed and
trim. Anticipate your cleared level by
about 10% the rate of descent, level,
adjust power and trim.
Turning
Use the A/H, and the rudder once
you have started banking. Once you
get to the bank angle, centralize the
controls, and start the rollout within
about ½ the angle of bank of the
desired heading.
Unusual Attitudes
These may be defined as an attitude,
or combination of attitudes,
involving pitch or bank angles over
30°. They may be caused by anything
from turbulence or input from a
passenger in the front seat. If the
attitude is extreme, don't rely on the
gyro instruments, as they may
topple, so use secondary indications
to identify the attitude (are you
climbing, descending, or turning?)
then apply the proper methods.
Calculations
Most revolve around losing or
gaining a specific number of feet
over a given distance, as with finding
out how many you have to lose
before a fix that requires you to
arrive at a specific altitude. First of
all, find out how far you have to go,
then how long it will get there, based
on your groundspeed. Dividing the
height to be lost by the time to get
there reveals how fast you have to
come down.
Looked at another way, you could
find out when to start a descent,
knowing you have to come down at
a fixed rate. Here, you have to start
with the time to descend at the fixed
rate, look at your groundspeed and
work backwards to see where to
start. At 500 feet per minute, which
is quite common, the altitude you
need to lose (in thousands)
multiplied by two is the same as the
time needed to descend, in minutes.
All you need to do then is apply the
groundspeed. For example, to lose
6,000 feet at 500 fpm needs 12
Instruments 255
minutes. At 120 kts, you need to ask
for descent 24 miles out.
These sort of calculations are useful
for glideslope. Once the
groundspeed is known, this formula
gives you the rate of descent to
maintain 3°:
3° rate = ½ gspd x 10
A Typical IFR Flight
Note: Although the procedures here
work for me, and are based on
experience gained in many countries,
your school may well have different
ideas, especially for the Instrument
Ride (tests have nothing to do with
real life), so treat them as a guide.
Flight Planning
Refer to the Flight Planning chapter.
Taxi
First of all, organise your cockpit.
Have all the charts you need to
hand, in the order you want to use
them, together with any writing
instruments (you can never have
enough!). Although a pencil with an
eraser on the end is useful, in real
flying you have to keep your
scribblings for about 6 months, if
memory serves me correctly, so you
may as well get used to using a pen
and just crossing out any mistakes.
Remember that crossings out in
documents must be readable.
A useful item for keeping charts in is
an ordinary menu holder, as used by
restaurants (just the right size for Jep
charts). Being clear, they can be
written on with a marker, in case
anything gets changed by Notam, or
you have to apply altitude
corrections when its cold (it's best to
mark them directly). Having said
that, instructions from ATC, such as
those to maintain a level, will be
temperature compensated anyway.
Don't forget a stopwatch, which
should be easily seen without
moving your head.
After starting, while waiting for the
engines to warm up, tune and
　
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