Task II.

A Aircraft Flight Instruments and

Navigation Equipment
Objective: to teach the student how the flight instruments and navigation equipment function
and their operating characteristics, as well as icing equipment use.

Elements ●​ Flight Instruments

○​ Pitot-Static System
○​ Gyroscopic Instruments
○​ Magnetic Compass
○​ Electrical System
○​ Vacuum System
○​ Electronic Engine Display
○​ PFD
●​ Navigation Equipment
○​ VOR
○​ DME
○​ ILS
○​ NDB/Marker Beacon
○​ Transponders
○​ GPS
○​ Autopilot
○​ MFD
●​ Icing
○​ Airframe
○​ Intake
○​ Pitot-Static
○​ Inflight Weather

References ●​ Pilot’s Handbook of Aeronautical Knowledge Ch. 7,8, and 16

●​ Instrument Flying Handbook Ch. 5 and 9

Attention: cup of water to touchscreen PFD

Motivation: understanding errors and understanding options

Flight Instruments
Pitot-Static System(IFH 5-2, PHAK 8-1)
-​ System Basics
-​ Altimeter
-​ Sensitive, Kollsman window
-​ Aneroid Wafers
-​ Errors
 -​ 75’ AFE
-​ Temperature
-​ Higher than standard = higher true altitude
-​ Lower than standard = lower true altitude
-​ Pressure
-​ High to Low look out below
-​ Vertical Speed Indicator
-​ Aneroid
-​ Calibrated leak
-​ ~6 second delay
-​ Airspeed Indicator
-​ Diaphragm - dynamic pressure
-​ Case - static pressure
-​ Differential pressure = dynamic pressure - static pressure
-​ IAS, CAS, EAS(CAS corrected for compression), TAS
-​ Air Data Computer(ADC)
-​ Alternate Static
-​ ASI (higher), ALT(higher), VSI(momentary climb)
-​ Pitot-Static Blockages
-​ Blocked Static - ASI(higher at lower alt, lower at high alt), ALT and VSI(freeze)
-​ Blocked Pitot - ASI(frozen but changes with altitude), ALT and VSI(unaffected)

Gyroscopic Instruments(IFH 5-16, PHAK 8-15)

-​ Gyroscopic Principles
-​ Rigidity in Space (Attitude and Heading)
-​ Precession (Turn Coordinator)
-​ Attitude Indicator
-​ Rotates about vertical axis
-​ Double gimbal
-​ Self-Erecting with pendulous veins (2-3 minutes after start)
-​ Errors
-​ Accelerating - nose up, decelerating nose down
-​ 180 degree turn causes slight error
-​ Tumble limits ~60 for pitch and ~100 for bank
-​ Heading Indicator
-​ Rotates about horizontal axis
-​ Earth rotates 15 degrees per hour
-​ Reset HI every 15 minutes for this and friction errors
-​ HSI and RMI
-​ Turn Coordinator
 -​ Turn and Slip Indicator vs Coordinator
-​ Gimbal mounted canted
-​ Rotates about horizontal axis
-​ 3 degrees per second
-​ Inclinometer
-​ To steep bank, ball rolls inward(slip)
-​ To shallow bank, ball rolls outward(skid)
-​ Attitude and Heading Reference System(AHRS)

Magnetic Compass(IFH 5-10, PHAK 8-23)

-​ Float and Card, lubber line
-​ Weights on float
-​ Indications are backwards
-​ Errors
-​ Variation - difference in location of magnetic and geographic poles
-​ Isogonic lines
-​ Deviation - local magnetic fields
-​ Corrected for by swing compass with compensator magnets
-​ EAST IS LEAST, WEST IS BEST
-​ Dip Errors
-​ Caused by magnetic flux not being parallel to surface closer to poles
-​ Turning Errors
-​ North Opposite South Exaggerates
-​ Undershoot North Overshoot South
-​ 15 degrees plus half of latitude
-​ 30 - S, 20 - 150, 10 - 240
-​ Acceleration Error
-​ East or West heading only
-​ Accelerate North Decelerate South
-​ Oscillation Error
-​ Magnetometer - fluxgate system

Electrical System

Vacuum System

Electronic Engine Display

-​ Garmin EIS
-​ Green, green, yellow, and red bands
Primary Flight Displays(PFD) (PHAK 8-12)
-​ Ticker tape display
-​ Turn coordinator and slip/skid indicator
-​ Trend lines

Navigation Equipment
Very High Frequency Omnidirectional Radio Range(VOR)(IFH 9-8)
-​ 108.0 - 117.95 MHz
-​ Types
-​ Ground and Aircraft
-​ OBS
-​ CDI
-​ To/from
Determining Radial
-​ Tune
-​ Identify
-​ Monitor - loss of signal stop using
-​ Rotate for from indication
-​ Center CDI
Tracking VOR
-​ Flag to match direction
-​ Reverse sensing
-​ Wind correction
-​ Station crossing
Limitations
-​ Line of sight
-​ Cone of confusion
-​ Zone of ambiguity
-​ Service volumes (AIM 1-1-8)
VOR Tests (91.171, AIM 1-1-4)
-​ 30 days for IFR
-​ VOT 4
-​ Ground 4
-​ Airborne 6
-​ Airway 6
-​ Dual VOR 4

Distance Measuring Equipment (AIM 1-1-7)

-​ Interrogator and response signals
-​ Tune, identify, Monitor
 -​ Line of sight
-​ Service volume
-​ Slant range error
-​ Limited number of users
Automatic Direction Finder and Nondirectional Radio Beacon (AIM 1-1-2)
-​ NDB transmits in all directions
-​ ADF point to NDB
-​ Fixed, movable, and RMI
-​ Lightning, Ionosphere, hugs terrain
-​ Tracking and homing

Instrument Landing System(IFH 9-35, )

-​ Three components
-​ Guidance (localizer, glideslope)
-​ Range (marker beacon, DME)
-​ Visual (lights, PAPI, VASI
-​ Cat I (Cat II and III require special authorization)
-​ Localizer typically 5 degrees
-​ 35 degrees 10nm, 10 degrees 18nm (charted fixes means extended volume)
-​ Glideslope 1.4 degrees thick
-​ Marker Beacons
-​ OM(4-7 miles), MM(3,500’), IM
-​ Approach Lights
-​ ALSF, MALSR,ODALs
-​ Errors
-​ Interference from planes on ground(ILS critical area)
-​ False Glide Slope
-​ Localizer back course
-​ Localizer Type Directional Aid(LDA)
-​ Not aligned with runway
Satellite Based Navigation (AIM 1-1-17)
Equipment
-​ Space segment
-​ At least 24, and 5 in sight
-​ Atomic clocks
-​ Control Segment
-​ Monitoring and updating
-​ User Segment
-​ Uses 4 satellites for 3D location
Databases
 -​ Required for IFR
-​ Usually 28 days
RAIM and WAAS
-​ Active monitoring of other navigation means required if no RAIM
-​ Receiver Autonomous Integrity Monitoring 5 satellites
-​ Verifies GPS accuracy and reliability
-​ Not needed for VFR
-​ Fault Detection and Exclusion 6 satellites
-​ Baro aiding
-​ Wide Area Augmentation System
-​ Uses ground stations to increase accuracy about 1 meter

Transponders and ADS-B

Autopilot - GFC 500

Icing
-​ Structural
-​ Intake
-​ Prop
-​ Clear >-10, rime <-15
-​ Anti vs de-ice
-​ Weeping wing
-​ Hot wing
-​ Boots
-​ Pitot heat
-​ Defrost
-​ Radar

Task II.B Aeromedical Factors

Objective: to teach the student the necessary knowledge and skills to evaluate the risks of
personal health and aeromedical factors on safety of flight.
 Elements ●​ Causes, Symptoms, Effects, and Corrective Actions for:
○​ Hypoxia
○​ Hyperventilation
○​ Middle Ear and Sinus Problems
○​ Spatial Disorientation and Illusions
○​ Motion Sickness
○​ Carbon Monoxide Poisoning
○​ Stress
○​ Fatigue
○​ Dehydration and Nutrition
○​ Hypothermia
○​ Optical Illusions
○​ Dissolved Nitrogen After Scuba Dives
●​ Drug, Alcohol, and Medications
●​ Aeronautical Decision-Making, including SRM or CRM

References ●​ Pilot’s Handbook of Aeronautical Information Ch. 17

●​ Aeronautical Information Manual 8-1
●​ Risk Management Handbook Ch 3. pg. 4-6
●​ 14 CFR 91.17

Attention - hypoxia leading to interception and crash

Motivation - the pilot is the most important system on the aircraft

Causes, Symptoms, Effects, and Corrective Actions

Hypoxia (PHAK 17-3, AIM 8-1-2a)
-​ “Not enough oxygen
-​ Types of Hypoxia:
-​ Hypoxic Hypoxia
-​ Insufficient oxygen in the body as a whole
-​ Choking and drowning
-​ Reduced partial pressure of atmosphere at higher altitudes
-​ Hypemic Hypoxia
-​ Inability of blood in the body to transport enough oxygen to body’s cells
-​ Can be caused by diseases such as anemia or reduced blood volume after
severe bleeding or donating blood
-​ It can take weeks to recover to normal blood volume after donating blood
and effects will be much greater at altitude than on at ground level
-​ Common cause is carbon monoxide poisoning which causes CO
molecules to bind to the hemoglobin in the blood instead of oxygen.
-​ Stagnant Hypoxia
 -​ There is enough oxygen in the blood, but the blood cannot circulate
properly
-​ Example of stagnant hypoxia is arm or leg falling asleep
-​ Common with fighter pilots in high G maneuvers where blood is pulled to
one part of body
-​ Other causes can be shock, heart pumping problems, constricted artery, or
extremely cold body temperatures
-​ Histotoxic Hypoxia
-​ Inability of the cells to use the oxygen supplied to them
-​ Caused by toxins such as drugs or alcohol in the body
-​ One ounce of alcohol can equate to 2,000 feet of altitude
-​ Symptoms of hypoxia
-​ Can be different for each person and at different altitudes
-​ Symptoms can be experienced in an altitude chamber (Oklahoma City)
-​ Cyanosis (blue fingernails and lips)
-​ Headache
-​ Slower reaction time
-​ Impaired judgment
-​ Euphoria or belligerence
-​ Visual Impairment (tunnel vision)
-​ Drowsiness
-​ Lightheadedness or dizziness
-​ Tingling in extremities
-​ Numbness
-​ Treatment of hypoxia
-​ Supplemental oxygen as soon as possible
-​ Descend to a lower altitude
-​ Supplemental oxygen is recommended above 10,000’ during the day and above
5,000’ at night
-​ Useful consciousness can be greater than 30 minutes at 20,000’ or as little as 9
seconds at 45,000’

Hyperventilation (PHAK 17-4, AIM 8-1-3)

-​ An abnormal increase in the volume of air breathed leading to insufficient CO2
-​ Excessive rate and depth of breathing can be brought on by stressful situations
-​ Breathing at a higher rate can also be caused by flying at higher altitudes
-​ Symptoms of hyperventilation:
-​ Visual impairment
-​ Unconsciousness
-​ Lightheadedness or dizziness
 -​ Tingling in extremities
-​ Hot and cold sensations
-​ Muscle spasms
-​ Suffocation feeling
-​ The symptoms of hypoxia and hyperventilation are very similar and can easily be
confused
-​ Treatment of hyperventilation
-​ Consciously reduce rate and depth of breathing
-​ Breathing into a bag can help
-​ Continuous talking or singing
-​ Symptoms usually subside after a few minutes of normal breathing

Middle Ear and Sinus Problems (PHAK 17-5, AIM 8-1-2b,c)

-​ Ear block
-​ During climbs pressure pushes the eustachian tube open automatically relieving
pressure
-​ During descents pressure is relieved by swallowing, yawning, or valsalva
maneuver.
-​ Congestion from illness or allergies can cause pressure to build up to painful
levels and hinder hearing
-​ Prevented by not flying when experiencing an infection or allergies
-​ Sinus block
-​ Caused by congestion from upper respiratory infection or nasal allergic reaction
-​ Prevents pressure in sinus cavities from equalizing with ambient pressure
-​ Slowing rate of climb or descent can help
-​ Prevented by bot flying during infection or allergies

Spatial Disorientation and Illusions (PHAK 17-6, AIM 8-1-5)

-​ Lack of orientation with regard to position, attitude, or movement
-​ Spatial orientation comes from three sources:
-​ Vestibular - inner ear organs that sense balance
-​ Somatosensory - nerves in skin, muscles, and joints that sense gravity
-​ Visual - eyes determining position from what is seen
-​ Without visual cues, spatial disorientation is easy to develop
-​ Vestibular Illusions
-​ The Leans
-​ Caused by gradual entry into prolonged turn and sudden recovery
-​ Acceleration less than 2 degrees per second isn’t senses by body
-​ Causes feeling of banking opposite direction or “leaning” into direction of
turn
 -​ Coriolis Illusion
-​ Caused by prolonged turn where fluid in ear canals matches speed as body
-​ Moving the head causes the fluid to move again
-​ Causes sensation of rotation around a different axis than what is actual
-​ Graveyard Spiral
-​ Caused by prolonged turn leading to feeling of not turning
-​ Recovery to straight and level causes feeling of turning in opposite
direction
-​ Pilot then corrects for feeling by returning to turn
-​ Loss of altitude in turn causes pilot to pull up, tightening the spiral
-​ Somatogravic Illusion
-​ Rapid acceleration or deceleration stimulates otolith organs the same way
as tilting head
-​ Acceleration causes feeling of being nose high
-​ Deceleration causes feeling of being nose low
-​ Inversion Illusion
-​ Abrupt change from climb to straight and level stimulates otoliths to
create feeling of tumbling backwards
-​ Pushing the nose down in reaction may worsen the illusion
-​ Elevator Illusion
-​ Abrupt upward movement such as an updraft causes feeling of being in a
climb
-​ Abrupt downward movement is the opposite and causes feeling of being in
descent
-​ Visual Illusions
-​ False Horizon
-​ Clouds, lights, and starts can create a false horizon
-​ Autokinesis
-​ In the dark, staring at a light may cause the feeling that it is moving
-​ Optical Illusions
-​ Runway width
-​ Narrow runaways can cause feeling of being too high
-​ Wide runways being too low
-​ Slope
-​ Upsloping terrain causes feeling of being higher than actual
-​ Downsloping terrain causes feeling being lower than actual
-​ Featureless Terrain
-​ Lack of features such as over water or dark area causes feeling of being
higher than actual
-​ Also called black hole approach
 -​ Haze
-​ Causes feeling of being farther away and higher than actual
-​ Preventing spatial disorientation
-​ Proper weather briefing to avoid IMC
-​ Avoid sudden head movements
-​ Proficiency in instrument flying and not relying on body sensations

Motion Sickness (PHAK 17-12)

-​ Caused by brain receiving conflicting information
-​ Symptoms are nausea, dizziness, paleness, sweating, and vomiting
-​ Usually dissipates after first few flights
-​ Avoid early flights in turbulent conditions and rapid head movements
-​ Open vents and focus on objects outside of airplane to alleviate symptoms

Carbon Monoxide Poisoning (PHAK 17-12, AIM 8-1-4)

-​ Colorless, odorless, tasteless gas from exhaust fumes
-​ Heaters which use heat from exhaust manifold may pump exhaust into cabin if cracked
-​ Causes hypemic hypoxia and can take 48 hours to fully recover
-​ Symptoms are headache, blurred vision, dizziness, drowsiness, and muscles weakness
-​ Anytime exhaust is smelled or CO poisoning is detected, turn off heater, open vents, and
use supplemental oxygen if available
-​ Smoking can also cause CO poisoning

Fatigue and Stress (PHAK 17-12, AIM 8-1-1e,f)

-​ Fatigue
-​ Tiredness felt after long periods of physical and mental strain
-​ Reduces coordination and alertness
-​ Acute vs. chronic fatigue
-​ Can be overcome with adequate rest, sleep, exercise, and nutrition
-​ Sleep apnea contributes to fatigue
-​ Stress
-​ Acute stress (fight or flight)
-​ Chronic stress (personal issues such as relationships or money)
-​ High stress causes performance to decrease rapidly
-​ Stress can lead to bad decisions which compound the effects of stress

Dehydration and Nutrition (PHAK 17-14)

-​ Critical loss of water from the body
-​ Heat and diuretics worsen dehydration
-​ Symptoms are headache, fatigue, cramps, sleepiness, and dizziness
 -​ Be aware of personal hydration needs and carry extra water
-​ Food and Nutrition

Hypothermia
-​ Losing more heat than produced
-​ Causes
-​ Improper clothing
-​ Exposure
-​ Being wet
-​ Symptoms
-​ Shivering
-​ Slurred speech
-​ Slow breathing
-​ Clumsiness
-​ Drowsiness
-​ Bright red, cold skin
-​ Prevention
-​ Proper clothing, be dry
-​ Avoid overexertion
Scuba Diving (PHAK 17-18, AIM 8-1-2d)
-​ Body absorbs excess nitrogen during dives that can be released at higher cabin altitudes
-​ Bends causes pain in joints
-​ No controlled ascent wait 12 hours for flights up to 8,000’
-​ Wait 24 hours for controlled ascent or above 8,000’

Drugs, Alcohol, and Medications

Alcohol (PHAK 17-15, AIM 8-1-1d, 91.17)

-​ Alcohol greatly reduces pilot capabilities
-​ Time is only way to remove alcohol from body
-​ 91.17 - Cannot act as crewmember:
-​ 8 after consumption of any alcoholic beverage
-​ Under the influence of alcohol (include hangover)
-​ While using any drug that affects faculties contrary to safety
-​ BAC of .04 or greater
-​ Cannot allow any passenger be be intoxicated unless emergency
-​ Shall submit to test of any law enforcement officer

Drugs and Medications (PHAK 17-16, AIM 8-1-1c)

-​ Prescription drugs should be discussed with AME
 -​ Use OTC medications reference guide
[Link]
-​ Do not take anything for the first time before flying

Aeronautical Decision Making (RMH 3-2)

-​ IMSAFE
-​ Human Defects
-​ Distractions
-​ Expectation bias (ATC clearance)
-​ Stress Management - learn to cope
-​ Certain stress is good

Hazardous Attitudes
-​ Anti-Authority - “Don’t tell me” , Follow the rules, they’re usually right.
-​ Impulsivity - “Do it quickly”, Not so fast, think first.
-​ Invulnerability - “It won’t happen to me”, It could happen to me.
-​ Macho - “I can do it”, Taking chances is foolish.
-​ Resignation - “What’s the use”, I’m not helpless, I can make a difference.
 Task II.C Regulations and Publications
Related to IFR Operations
Objective: to teach the student the necessary knowledge of regulations and publications
related to IFR Operations

Elements ●​ 14 CFR parts 61, 71, 91, 95, and 97

●​ Instrument Flying Handbook
●​ Aeronautical Information Manual
●​ PTS/ACS
●​ Chart Supplement
●​ SIDs and STARs
●​ En Route Charts
●​ Approach Charts

References ●​ FAR 61, 71, 91, 95, and 97

●​ Aeronautical Information Manual
●​ Instrument Flying Handbook
●​ PTS/ACS
●​ Chart Supplement
●​ SID’s and STARs
●​ Enroute Charts
●​ Approach Charts
●​ Aeronautical Chart User’s Guide
Motivation: IFR is reg heavy and chart heavy

14 CFR
Part 61
-​ 61.51 - Pilot Logbooks
-​ Instrument - solely by reference to instruments under simulated or actual
conditions
-​ Safety Pilot
-​ Medical if not PIC
-​ Basic Med if PIC
-​ Category and Class
-​ SP can log PIC for whole flight if determined to be PIC before, pilot only
logs PIC while sole manipulator under hood
-​ SP can log SIC during hood time if not PIC
-​ Simulator with instructor for training instrument
-​ Simulator alone for recency
-​ 61.57 - recent flight experience Instrument
 -​ Within 6 calendar months preceding the month of the flight
-​ 6 instrument approaches
-​ Holding procedures and tasks
-​ Intercepting and tracking courses
-​ Can be done in simulator
-​ Instrument Proficiency Check
-​ Required if not current for more than 6 months
-​ 61.65(a) - Instrument Rating Requirements
-​ PPL with applicable ratings
-​ English
-​ Log ground on aeronautical knowledge
-​ Knowledge test
-​ Log flight training on proficiency
-​ Endorsement saying prepared
-​ 61.65(b) - Aeronautical Knowledge
-​ 61.65(c) - flight proficiency
-​ 61.65(d) - Aeronautical Experience
-​ 50 XC PIC, 10 in airplanes
-​ 40 instrument, 15 from CFII
-​ 3 within 2 months of practical
-​ XC flight on IFR flight plan 250 nm with three different kinds of
approaches at 3 airports
-​ 61.65(h and i) - 20 FFS or AATD, 10 BATD
Part 91
-​ 91.21 - portable electronic devices
-​ 91.103 - Preflight Action - NOTAMs, Weather, Known ATC Delays, Runway Lengths,
Alternates, Fuel, Takeoff and Landing Distances
-​ 91.109(c) - Safety Pilot
-​ 91.123 - Compliance with ATC Clearances
-​ 91.155 - VFR Weather Minimums
-​ 91.157 - SVFR
-​ 91.167 - IFR fuel - approach, 1 hour, 2,000’, 3SM
-​ 91.169 - Alternate - approach, ETA, 2SM, 600’ precision, 800’ non
-​ MEA to airport under basic VFR
-​ 191.171 - VOR Checks - 30 days
-​ VOT - 4
-​ Surface - 4
-​ Airborne - 6
-​ Airway - 6 - (20nm away)
-​ Dual - 4
 -​ Date, place, bearing error, signature
-​ 91.173 - IFR in controlled requires flight plan and clearance
-​ 91.175 - Takeoff and Landing under IFR
-​ Below DA or MDA - position with normal maneuvers and descent
-​ Flight visibility within minimums
-​ In sight
-​ Approach lights - 100’ below
-​ Red terminating or red side row bars
-​ Threshold
-​ Threshold markings
-​ Threshold lights
-​ Runway end identifier lights
-​ Visual glideslope indicator
-​ Touchdown zone or markings
-​ Touchdown zone lights
-​ Runway or runway markings
-​ Runway lights
-​ Go missed if not distinctly visible
-​ Takeoff minimums - two engines or less - 1 SM, more than two ½ SM
-​ RVR to Ground Vis
-​ 1,600 ¼, 2,400 ½, 3,200 ⅝, 4,000 ¾, 4,500 ⅞, 5,000 1, 6,000 1¼
-​ Radar Vectors, NoPT, and Outer Marker Substitutes
-​ 91.177 - Minum Altitudes
-​ MEA or MOCA if navigation is assured (22NM VOR)
-​ OROCA - 2,000 within 4NM mountainous, 1,000 otherwise
-​ Climb - begin climb at start of higher MEA or MCA if applicable
-​ 91.179 - IFR Cruising Altitude
-​ In controlled - as assigned or VFR
-​ Uncontrolled - except in holding 2 mins or less or turning
-​ Mag course 0 - 179 odd thousands
-​ Mag course 180 - 359 even thousands
-​ 91.181 - Course to be flown - on assigned route except for traffic in VFR
-​ 91.183 - Required Reports
-​ Time and altitude at designated reporting points in non radar(solid black)
-​ Unforecast weather conditions
-​ Any information related to safety of flight
-​ 91.185 - Communication Failure
-​ VFR - land as soon as practicable in VFR
-​ Route
-​ Assigned
 -​ Vector
-​ Expected
-​ Filed
-​ Altitude (highest of)
-​ Assigned
-​ Minimum
-​ Expected
-​ Leaving Clearance Limit
-​ If fix is approach - commence at EFC or ETA
-​ If not - leave clearance limit at EFC or upon arrival
-​ Commence approach close to ETA
-​ 91.187 - Malfunction Reports
-​ Navigation, Approach, communication equipment
-​ Aircraft ID, Equipment affected, degree of impact, help needed
-​ 91.205 - Generator, Radios, Attitude Indicator, Ball, Clock, Altimeter, Rate of Turn
Indicator, Directional Gyro, DME above FL240 when VOR required
-​ 91.411 - Altimeter Test - 24 calendar months

Chart Supplement - 8 weeks(56 days)

En Route Charts - 56 days
Terminal Procedures Publication - 56 days
 Task II.D Logbook Entries Related to
Instrument Instruction
Objective: to teach the student the necessary knowledge of regulations and publications
related to IFR Operations

Elements ●​ Entries for instrument ground and flight training

●​ Preparation for instrument practical tests
●​ Instrument Proficiency Check
●​ Flight Instructor Records

References ●​ FAR 61
●​ AC 61-65J
●​ AC 61-98E

Logbook Entries for Instrument Training

61.51(g) Logging Instrument Time - solely by reference to instruments under simulated or actual
-​ Can use simulator for training
-​ 10 for BATD
-​ 20 for AATD
-​ For Instrument currency the following must be included
-​ Location and type of each instrument approach
-​ Name of safety pilot if required
61.51(h) Logging Training Time
-​ Authorized instructor in aircraft, FFS, FTD, or ATD
-​ Endorsed legibly
-​ Description, signature, certificate number, and expiration
61.57(c) Instrument Currency
-​ Within the 6 calendar months preceding the month of the flight, 6 approaches, hold, and
tracking nav

Practical Test Recommendations

Prerequisites
-​ Hold or be applying for private with appropriate category
-​ English speaking
-​ Log ground training or home study course
-​ Endorsement for knowledge test A38
-​ Log training on proficiency areas
-​ Endorsement saying student is prepared for test A39
 -​ Endorsement saying student has recent flight experience and deficient areas A40
Instrument Proficiency Check
A67 Endorsement 61.57(d)
Requires
-​ ATC clearances and procedures
-​ Flight by Reference to Instruments
-​ Navigation Systems
-​ Instrument Approach Procedures
-​ Emergency Operations
-​ Postflight Procedures
ACS Instrument
AC 61-98E

Flight Instructor Records

61.189 - maintain record of name of person endorsed for knowledge or practical
-​ Kind of test, date, and results
-​ Maintain for three years
 Task III.A Weather Information
Objective: to teach the student the necessary knowledge of obtaining, interpreting, and
utilizing preflight and inflight weather information.

Elements ●​ Sources of Weather

○​ AWOS, ASOS, and ATIS
○​ AWC
○​ FSS
○​ FIS-B
●​ Weather Reports and Charts
○​ METARs and TAFs
○​ PIREPs
○​ Graphical Forecasts for Aviation GFA
○​ SIGMETs and AIRMETs
○​

References ●​ FAR 61
●​ AC 61-65J
●​ AC 61-98E
 Task VI.A-E Fight by Reference to
Instruments
Objective: to teach the student the necessary knowledge of obtaining, interpreting, and
utilizing preflight and inflight weather information.

Elements ●​ Instrument Cross-Check and Interpretation

●​ Scan Patterns
●​ Control and Performance Method
●​ Primary and Supporting Method
●​ Partial Panel

References ●​ Instrument Flying Handbook Ch. 6 and 7

Fundamental Skills
Instrument Cross Check
-​ Scanning or instrument coverage
-​ Continuous and logical observation of instruments
-​ Errors
-​ Rapidly moving without knowing what to look for
-​ Fixation
-​ Omission
-​ Emphasis
Instrument Interpretation
-​ Combining information from all instruments
-​ Depends on aircraft and performance

Scan Patterns
-​ Radial Cross Check (hub and spoke)
-​ Inverted V (AI - TC - AI - VSI - AI)
-​ Rectangular Cross Check
-​ T cross check

Control and Performance Method

-​ Control instruments - Attitude Indicator, Power Instruments, Turn Coordinator
-​ Performance - Airspeed, Altimeter, VSI
-​ Navigation - CDI, ADG, Glideslope
-​ Steps
-​ Establish attitude and power
-​ Trim
 -​ Cross-check performance instruments
-​ Adjust as needed

Primary and Supporting Method

-​ Pitch instruments - ASI, AI, Altimeter, VSI
-​ Bank - AI, TC, HSI, Compass
-​ Power - ASI, Tach, Manifold
-​ Trim - ASI, AI, TC, HI
-​ One half bar width for small, one bar width for large
-​ Straight and level cruise - Power - ASI -> Tach
-​ Pitch - Altimeter ->VSI and AI
-​ Bank - HSI ->TC and AI
-​ Straight and level decrease speed - Tach is primary for change, ASI for stabilizing speed
-​ Entry to constant speed climb - Power - Tach
-​ Bank - HSI -> TC and AI
-​ Pitch supporting VSI and AI
-​ Stabilized speed climb - pitch - ASI -> AI and VSI
-​ Bank - HSI -> TC and AI
-​ Stabilized rate climb - power - ASI
-​ Pitch - VSI -> AI
-​ Bank - HSI -> TC
-​ Standard turn constant speed - power - ASI
-​ Pitch - Altimeter -> AI and VSI
-​ Bank - AI initially then TC -> HSI

Partial Panel and Upset Recovery