okay so now that we're up in the air we level flight at 2,000 feet we're actually tracking in the North practice area here we're gonna teach you some Bai now basic attitude instrument flying base is effectively the same thing we use in visual flying except that we don't use the horizon valve primary pitch references anymore and Bank references where we're actually going to use is our artificial horizon the attitude indicator it's not a primary reference the key to safe instrument flying is proper interpretation of the instruments and what that means is that you don't emit an instrument and also understand the limitations of your instruments that you using okay so one thing we're gonna look at today is our primary field of vision if you would would be the PFD okay we'd be looking at our attitude indicator now some aircraft use different scan techniques depending on how the instruments are placed are in the cockpit this various types of scan techniques scanning new instruments to make sure you don't emit anyone there's the inverted V there's a rectangular there's the hub-and-spoke now for the g1000 the most appropriate to use would probably the hub-and-spoke which means that your attitude indicator is your primary reference and then you always go out to a different instrument and come back to the adage indicator so it's kind of like the wheels on a bicycle the spokes are bicycle so we start the Edit indicator we'll go to the airspeed make sure we're getting the ESPY you want then back to the attitude indicator then to the altimeter making sure that we're still level flight here then back to the attitude indicator then down tire hitting indicator making sure we're on the heading that we want to be on back to the attitude indicator then we scroll over to MFD making sure that our engine parameters are still within limits as well as just checking the moving map for actual situational awareness and then back to the attitude indicator so that's one way that you can scan that we're probably the most efficient for using use in the g1000 at the university so let's interpret our instruments right now so if we look at adage indicator we notice about 2.5 degrees let's look at eye airspeed it's stable at 100 knots back to the added Makeda back to the altimeter you'll notice that we are not climbing or descending on the vsi and that our ultimate is not moving and we stuck at 2,000 feet down to the heading indicator and you'll notice there we're on a two five seven heading and we haven't moved so from interpretation of these instruments was straight in level at 100 knots at 2,000 feet okay so your pitch reference for this it's 2.5 degrees and your power reference is twenty three seventy so just like attitude flying in VFR everything that you do is live is reference to pitch and power whatever you do you always use pitch and power and adjust as needed from there so 2.5 degrees twenty three fifty rpm will give you approximately a hundred knots and straight and level flight let's say I wanted to slow the aircraft down to 90 knots well the first thing we're gonna do is reduce the power but you got to be watching your attitude indicator to make sure that you don't descend so we reduce the power let's say 2200 rpm as the aircraft slows down you're going to have to increase your pitch slightly to maintain level flight now knowing when to increase pitch could anticipate it but also watch your vsi to make sure that you're not into sending so your primary reference here for altitude will be do altimeter to make sure you're not descending and then your primary reference for a speed is the airspeed indicator now you'll notice that my pitch 2200 rpm is only getting me about 95 knots so let's reduce about another 50 rpm and we'll see what that give us so you'll see I'm making fine-tune adjustments and also what I'm gonna do is use my trim pitch power and shrimp during this whole time I'm scanning attitude indicator SB edit indicator altimeter attitude indicator hitting indicator and then attitude back to the MFD to our engine parameters so I'm still getting about 96 knots 95 knots I'm still waiting for my numbers to stabilized whenever you make a change make one change and wait for all your performance numbers to stop moving and what I mean by that is your air speed and altimeter and hitting don't make changes while everything is still adjusting itself wait till the stabilizes then make another change small changes it's almost like trial and error so I'm getting about 93 knots that's close enough to what I want and you'll notice that my pitch attitude is actually now about 3 to 4 degrees so slightly high pitch attitude slightly higher pitch attitude and lower power sing about 20 160 is what I'm getting right now for today bear in mind that these numbers may change depending on the day the weight of the aircraft your CG things like that if I want to turn back to 100 not cruise and straighten level up with the power back to 2350 lower the pitch back to 2.5 degrees and trim it out and you'll notice that I've been I let go of the controls the aircraft is sing at 2.5 100 knots and 2,000 feet so this is straight and level let's talk about turns now in IFR in IMC conditions we use something called standard rate churn standard rate turns is 3 degrees per second your primary reasons for that is something called the turn coordinator which in the g1000 is actually above your heading indicator it has standard rate trends right here just above the indication you got half half standard rate and then you have a full center rate there's a bank angle that is generally associated with standard rate turns and it's dependent on your true airspeed effectively you take your true airspeed you take 10% of that and you add about 5 + 5 so 100 knots true airspeed 10% of that is 10 plus 5 is 15 so that gives about 15 degrees of Bank so I'm gonna roll in left aileron left rudder and go to about 15 degrees or back so it's actually kind of a shallow turn shallow back media back and if you look at the trend vector on top of the heading indicator that actually shows us touching the end of the line white lion on our turn coordinator so that's showing us that we're conducting a standard rate turn during this time when I roll in my primary reference where the bank is actually my attitude indicator because I'm adjusting for specific Bank angle I would have to increase my back pressure to maintain my 2.5 degree pitch and as I roll out right Enron right rudder you know as I go back still maintaining 2.5 degrees of pitch and roll out you want to roll out about five degrees prior to the heading that you're trying to get to I want to also the right right aileron right rudder again back to the 15 degrees of bank and that's a ballpark figure and I'll adjust it as needed depending on my trend vector above my heading indicator for my turn for my my rate of turn indicator so it almost looks like 17 degrees it's what's giving me my standard rate check and roll out notice that my pitch hasn't changed still two point five degrees so those those are your level turns does the terms that you'll use typically in IFR conditions with about fifteen degrees of bank and in the system once you into to maintain those standard rate turns the next thing I want to show you is climbs and descents now and took the typical climbs that you will see in IMC or IFR is constant rate climbs either at V Y or a cruise climb or VX if you're trying to gain the shortest one altitude in the shortest distance so the greatest amount of altitude in shortest distance and then typically on the descents you'll see constant rate descends or constant airspeed descents or both you can adjust both so let's first rate your client so I want to do a V Y climb now on the Cessna a V Y climb is two is going to be full power and the pitch attitude will be about 12 degrees nose-up so if I want to maintain a straight climb we're going to slowly increase pitch and as I do that smoothly increase full power but as I increase the power I'll have to watch out for those left-turning tendencies and increase enough right rudder pressure to maintain my hitting and that'll help me keep coordinated and also check my coordinator here my turn coordinator on the top of the triangle with the brick and verify that it's looking like a triangle here's 12 degrees here's full power and you'll notice I'm actually getting 71 not so I'm close but it's a little lower so I'll probably put the I push the nose down about half a degree and trim it out and see if that gives me 74 knots during this whole time I'm still conducting that hub-and-spoke scan technique so listen trip with the instruments now I want a V Y climb so let's look at a speed I'm 72 knots I'm close just gonna lower the nose about another half a degree so put ten degrees now that's a good altitude I'm climbing it's just as good as there's a positive trend I'm talking about five hundred feet per minute I'm coordinated I'm still maintaining my heading on my heading indicator back to the attitude indicator still ten degrees and then over to our engine parameters so my instruments tell me in my performance I'm getting exactly what I wanted a V Y climb under heading staying on hitting and that's your straight lines I want a level off our level for 10% of the vsi so about 50 feet performer slowly reduce the pitch back to 2.5 degrees and reduce the power as my speed starts increasing slowly back to 2350 that'll give me the hundred not straight and level flight so 74 not equated to about ten degrees pitch today at full power if I wanted to do a V Y climb sorry a cruise climb typically at embry-riddle with your crews clamps at 85 knots and the syste I'll do the same process a smoothie brought increase the pitch or put about 8.5 degrees as time and smoothly increase full power again when you increase full power increase right rudder pressure enough to maintain your heading you can verify that you coordinated with your turn coordinator and there's my 8.5 degrees pitch and we'll trim the aircraft out and you'll notice 8.5 okay it's getting me about 84 knots some close is it close enough if I start slowing down too much I can reduce the pitch of a half a degree but you're making small adjustments now what I can also do is do a climbing turn so again we'll do standard rate will change the lift left aileron left rudder and keep the pitch constant you'll increase back pressure to keep the pitch the same that'll help you maintain your airspeed interpret instruments 15 degrees of Bank looking at adage indicator looking at our airspeed still getting what I want looking at all similar still climbing looking at a heading indicator and we in a left turn which is what I want and then we look it up to an hour rate of turn indicator and you'll see there was still in a constant a standard a check we all roll out here again still maintaining our pitch for the climb and will level off or 3,000 at 4,000 feet and 10% of your vsi and that'll help us capture our altitude without overshooting our undershooting it the pitch attitude force training level will go back to 2.5 degrees 20 or 50 rpm as you go high you may need more rpm about 50 to 100 more rpm let the air cross speed up before you reduce the power too fast otherwise you'll end up slowing down too much and and not actually maintaining your altitude SB that you wanted it's about 19 90 to 95 knots is where I start reducing the power 2.5 degrees at 24,000 feet I probably need about 2,400 rpm okay so those are your clients now descending there's two different things you may want to do you may want to do a standard rate descent sorry I'll stand at a constant rate descent or a constant airspeed descent now typically we actually may do both a constant rate and a constant airspeed will adjust the rate with our pitch and adjust the airspeed with power so if we were told to descend from 4,000 feet to 3,000 feet let's try a hundred not descent at 500 feet per minute what we're gonna do there is lower the nose to about a zero pitch in addition we would lose the power to about 2,000 rpm so list it this set the pitch set the power and trim it out and what you'll notice once my numbers have all stopped on my PFD in my instruments let's interpret the instruments it's my a speed fluctuating no it's constant my ultimately shows mentalism which is what I want now I wonder 500 feet per minute just look at our alpha vsi I'm getting about 400 to 450 feet so I'm pretty close to what I want if I want to increase that rate of descent I can reduce the pitch about another half a degree and trim the aircraft out as you can see right now I'm getting 500 feet per minute I'll check my hitting indicator to make sure I'm on my hitting and staying on hitting I can bug it too but now that I've decreased the pitch about half a degree my air speed is increasing and I don't want that to happen so what you can do there is reduce the power about another 50 rpm so powerful a speed pitch for your rate of descent and as you can see right now I'm maintaining 500 feet per minute at a hundred knots I can also do 110 knots at 500 feet per minute what we can do there is increase the power back up to maybe about 2100 rpm will pitch for 500 feet per minute but negative one degree down so you'll see that a higher airspeed descent at 500 feet per minute needs a higher power setting it's always the common sense but these are the power settings with me want you to remember when flying because if you remember the ballpark figures then all you have to do is make fine-tuned adjustments well level off or 3,000 feet to level off again 10% of ESI smoothly and simultaneously increase the pitch and increase the power back to cruise power setting which is 23 50 rpm so you can do a constant airspeed and a concentrate descent at the same time but the main focus here is to maintain is use your pitch to for the rate of descent and power for airspeed and adjust both you can't use one without the other on the approach and then the end of in the future flights we'll show you how to adjust your pitch and power for maintaining a glide path or a specific calculated rate of descent for the approaches but that's your basic vai it's not too much different from what you've done in VFR flying you just have to use your attitude indicator now as your primary pitch reference and Bank reference
