3 COMMON Mistakes made by instrument PILOTS flying under IFR - flight training video for aviators

that's a really really common mistake don't do that and you're miles ahead of the game i'm jason miller a full-time professional flight instructor on the finer points channel you can join me as i bring you tips and tricks that i've learned from 20 years on the flight line [Music] [Music] hello aviators welcome back to the finer points in this video i'm going to show you the top three mistakes that i see instrument pilots make if you are working on an instrument rating or if you are an instrument pilot and you can avoid these three things you're way ahead of the game the first thing is climbing after you level off when you level off the airplane you have to wait to get to something close to cruise speed before you pull that power out the reason is the trim setting that you used is based on airflow if you simply level off by pulling the power back at 80 knots or whatever then over the next 10 minutes as the airplane accelerates it will pitch back into a climb to seek that 80 knot speed so many private pilot instructors will teach you to level off with power and it's really the wrong thing the place that this shows itself usually is when you transition to instruments you'll level off at your altitude you'll think you're level you'll get busy doing something else a few minutes later you look up and you're three four hundred feet above your altitude and climbing because the airplane is still trimmed for that climb speed don't do it here's what it looks like here's the first one this is so common this is a problem really for vfr pilots but it really you know shows its face when people transition to instruments because you know 100 feet this way or that way vfr people tend to sort of yeah not worry about it too much but under instruments 200 feet that's a big deal so this is what happens people who are leveling off with power you're trimmed for a climb air speed so although it will work to level off with power like if i'm going to pick 4 400 here i can stop the climb with power the problem is i'm still flying at that slow air speed see i effectively stop the climb but what's going to happen now over the next 10 minutes is as i you know move on to other things and the airplane accelerates with to my new cruise speed whatever that is it's going to seek that speed it was trimmed for it's going to just continue back into the climb while i get distracted and do things like talk to you there it is you can see it happening already that's 100 feet per minute up but as we accelerate it's going to continue to get worse so the way you really need to level off is to create the top of the hill yourself you have to pitch forward let's use 4500 we're here we're climbing at a climb air speed we get to 4 500 you have to make a conscious pitch change you have to pitch forward create the flat plane the new cruise speed will come up so once you get close to your new cruise speed you can power back and set your new trim setting and now you're trimmed for whatever that new speed is right and the airplane you can then do a flow check and a checklist and confidently move on to other things without worrying about the airplane re-entering the client another thing is turning when you look down this will happen in one of two ways if you look down and the airplane turns to the left it's like that old saying about motorcycles it's the reason you don't look down in the turn right you're going to go where you look so when you look down inadvertently you're pulling on the yoke and you'll turn the airplane left this might happen or the opposite thing might happen you might kind of know about this and you'll look down and you'll over compensate by giving it right aileron and start to turn to the right nine times out of ten if you're trimmed properly the best thing to do when you look down if you have to look down is let go of the yoke just momentarily just release your grip look down look back up at the flight instruments and make sure that you are got the performance you want remember also that it's just never really a good thing in instrument flight to put your head down like this it contributes to spatial disorientation so whenever possible let go of the yoke hold things up into your field of vision so that you can see the flight instruments behind it this is what happens people look down at their ipad and they look down here to do something and they turn the airplane by accident they go like this because their hand is on the yoke or they're either going to do that this is such a common error or they're going to try to outsmart themselves they're going to think i know i'm going to pull down my left hand so when they look down they put in a little bit of right to try to like counteract it and the only solution to not doing that is literally picking up your stuff and like holding it up here right so that you don't have to move your head you can just move your eyes from the flight instruments see like i can see that i'm climbing immediately i can push down if i'm climbing a little bit i can see that i'm turning or not turning i can see what heading i'm flying and i can still just use my eyes to go back and forth between whatever i'm looking at on foreflight and whatever i need to see on the flight instruments or if i'm doing a checklist this one kind of drives me crazy but if you are turning the intercept to course and you can see in the turn that you're not going to intercept the course don't continue to turn all the way through until you're paralleling the course that you meant to be on stop short on an intercept angle so learn to see the headings and know that these headings over here are possible intercepts to the course that you want if you're not going to intercept the course in the turn stop early on that intercept angle and wait for the needle to center take a look at this holding pattern and imagine you are here on the outbound leg and as you turn back toward the holding course you're turning into a wind so you never actually cross the holding course you just you need to roll out on an intercept heading toward the course there really is no point in coming all the way around and paralleling the chorus only to have to come back and turn onto that intercept angle you really need to be able to think ahead and stop the turn early if you see you're not going to make it good aviators that's all for this episode of the finer points if you have not yet gotten your free three-day trial of groundstool come to learnthefinerpoints.com you can get that also there is a free gift video if you haven't seen that just scroll to the bottom of our home page if you'd like to support the content you see from the finer points you can visit patreon.com learn tfp there's tons of bonus content there as well as live hangouts with me every month and much much more you can check that out at patreon.com learn tfp as always a big thanks to the sponsors remember that when you renew your aopa membership you should select pilot protection services and as always a big thanks to you guys the best fans on the internet for watching this video please hit the like button subscribe to the channel hit that little alert bell so you get notified of uploads and share far and wide with your friends but most importantly until next time be safe and fly your best [Music] you

Channel: The Finer Points

Views: 62,723

Keywords: aviation, flying, flying IFR, instrument training, jason, cfi, certified flight instructor, jason miller, ground school, aviation ground school, ground school app, instrument flying, flying airplanes IFR, flying holding patterns, instrument pilots, cfii, instrument instructor, learning to fly instruments, IFR Mistakes, common IFR mistakes, common mistakes instrument pilots, the finer points, flying videos, flying vlogs, flight training, flight training videos

Id: crqfoBhlhMU

Length: 7min 16sec (436 seconds)

Published: Sun Feb 14 2021