Minimizing Cost Of Instrument Training

by Harold Green

Despite the advantages an instrument ticket offers, pilots are often reluctant to put forth the effort and expense to obtain an instrument rating. It is true that an instrument rating tends to be expensive. This is because, in general, the aircraft flown for instrument training are more expensive to operate than those used for the private ticket because of the avionics involved, larger engines, maintenance costs and insurance. However, there are some things pilots can do to minimize the cost of instrument training and we will attempt to present some of those in this discussion, and continue it in a subsequent issue. This first article deals with airplane control techniques and some basics of cockpit management. The second article will cover the operation of avionics and radio work.

Based on experience giving instrument instruction, I estimate that by developing the proper techniques before beginning actual instrument training, the average student can shave anywhere from 5 to 10 hours off the time to become proficient. Note: That is time to proficiency, not the regulation time of 40 hours of experience. Some of the items in this article have been stated in previous articles, but are repeated here out of necessity.

One of the basic requirements of instrument flight, and one of the first training goals, is to be able to control airspeed and altitude to predetermined values.

Piston engine general aviation airplanes are usually flown with one power setting and we accept the resulting cruise speed. When changing altitude, we reduce or increase power some indeterminate amount and go up or down at Vy or Vx or, maybe just at some arbitrary speed. There is nothing inherently wrong with this providing we honor all engine and aircraft speed limitations, stall speed, etc. In instrument flight the need is to set the airplane up for specific conditions of speed and altitude. In general, these speeds are: cruise, approach, climb and descent (i.e. maximum climb rate). Most general aviation aircraft can be trimmed to a specific airspeed and vertical speed for a given power setting and then flown hands off in calm air.

The key to this is controlling power and pitch to predetermined values, coupled with proper trimming.

To determine these values, data should be obtained while the airplane is trimmed to fly hands off in each condition. It is sufficient to pick one speed that would be appropriate to fly approaches, within the flap and/or gear operating range, and certainly less than cruise speed. This dramatically reduces pilot workload, particularly during the learning phase of instrument training. A typical, but not mandatory, number for light singles is 90 knots.

To do this, set up the airplane to a speed within the flap operating range by reducing the power while holding altitude. Once the desired speed is reached in the clean configuration, trim the airplane to fly hands off in level flight. This should be precise; not almost level and not almost at the desired airspeed, but exactly level and exactly the desired speed. Record the power settings in writing so you don’t forget how you got there. Next, do the same thing in level flight for approach flap settings. If your airplane has non-welded gear with the gear down and retracted, record those settings separately. (Caution: Most autopilots do not like flaps beyond the first notch, so let’s not try full flaps.)

Next, repeat this operation while descending at 500 feet per minute. You will often use different descent rates, but this will give you a starting point, and with experience, you will quickly be able to adjust power for different rates as the situation warrants.

When changing altitude at a given speed and flap/gear configuration, the airplane will tend to maintain the preset airspeed as power is adjusted because trim is speed sensitive and will try to maintain the same airspeed. This will be less the case with the gear and flaps extended. Any corrections will be minor. Remember pitch controls airspeed and power controls altitude. Practice using these settings, whenever you climb or descend. They will soon become second nature for you and you will be one step ahead when you begin your instrument training.

Now, the next thing to do is to begin attempting to hold altitude and heading precisely. Set a zero tolerance for yourself even though you probably won’t hold it over long periods of time. But by aiming for it, you will be surprised at how much better you become. In order to even come close, it will be necessary to glance frequently at the altimeter and airspeed indicator.

Since head movement can induce vertigo, it is important to look without moving your head. Attempt to read gauges, charts, etc. with a minimum of head movement. To do this you may want to organize the cockpit with charts and checklists located so a minimum of head movement is required to acquire and read them.

One of the key elements of safe instrument flight is the ability to control the aircraft, manipulate the avionics and manage flight information simultaneously. (Somewhere along the line your instructor may have said, “When you can rub your head, pat your tummy, walk and talk and chew gum all at the same time, you are a pilot.” This is what she/he was referring to.

Obviously this can pose a problem with attention span. The answer to this is called scanning. This means that the pilot must continuously scan the flight and engine instruments to maintain controlled flight. (We will leave the details of how to scan to your flight instructor).

To aid in this task, we need to minimize the time and attention spent on adjusting controls and reading the result. Most of us look at a parameter, such as power setting while we move the throttle, until we achieve the desired result. If we do this while on instruments, we may very well find the airplane off on a new mission without our consent.

There is a relatively simple trick to aid in achieving such changes while reducing our workload. This can be learned during everyday VFR flying. The trick is to reach for the desired control without looking at it. Once your hand is on the control, before moving or activating the control, glance at it to ensure you are touching the correct control. Then without watching the results, move the control in the appropriate direction. When you think you may have completed the adjustment, stop moving the control and just glance at the parameter being changed, and again without even glancing at it until your movement stops, make any modifications necessary to achieve the desired result. This sounds far more cumbersome than it really is. What you are doing is keeping your attention on aircraft performance. That fact will be even more evident when you start working on that instrument rating.

The real advantage to this technique is that your attention is 90% on the flight instruments. Of course when flying VFR you are scanning outside for traffic rather than scanning flight instruments. Right? By the way, that is why a safety pilot is required when practicing instrument flight under the hood.

Everything in this discussion can be practiced safely while flying solo VFR.  In fact by maintaining your attention on the airplane and maintaining precise control of it, you will be safer.

In the next issue, we will examine the means of minimizing pilot workload while operating avionics, communicating with controllers, navigating and maintaining safe flight.

EDITOR’S NOTE: Harold Green is a Certified Flight Instructor-Instrument (CFII) at Morey Airplane Company in Middleton, Wisconsin (C29). Email questions or comments to: harlgren@aol.com, or call 608-836-1711 (www.MoreyAirport.com).

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