To understand just how limited this training is, consider this: A pilot who starts training for an instrument rating will spend 12 to 15 hours completing the first stage of instruction - instrument scanning, instrument interpretation, and aircraft control. Instrument training for student pilots is for emergency use only.
Unfortunately, this limited training develops a bad habit. It teaches you to concentrate on the attitude indicator and the instruments that give you specific numbers like airspeed, heading, and altitude. If you later enroll in a good instrument training program, you will quickly learn that the instruments with the numbers - they're called the primary instruments - are the third scanning priority, not the first.
Training for emergencies mandates special considerations. First and foremost, the procedures must be simple to execute and easy to remember. Second, they must work in the worst survivable situation that you could encounter.
The lack of surface lighting when flying over sparsely populated areas at night is survivable, providing your altitude is well above all terrain and man-made obstructions. An inadvertent encounter with most clouds is survivable, providing the outside air temperature is well above freezing. If you can see the glow of your wingtip navigation lights at night, you have entered a cloud.
You will not survive an inadvertent excursion into a cloud that masks terrain or obstructions. Survival is also doubtful if you encounter cumulonimbus clouds, clouds that produce airframe ice, or freezing rain that falls below the clouds and covers your windshield and airfoils with ice. These grave mistakes represent extremely poor flight planning, poor judgment, and poor utilization of in-flight resources - hazardous in-flight weather advisory service (HIWAS), enroute flight advisory service (Flight Watch), and flight service stations (FSS).
Emergency instrument training will make more sense if you understand the five actions that you must master in order to deal with the loss of visual references: cockpit preparation; the 180-degree level, climbing, and descending turns; and recovery from unusual attitudes.
Preparations
When you realize that you have or are about to lose visual references, maintain poisitive aircraft control, then carefully divide your attention and prepare the cockpit. Fly straight and level for a moment, reduce power to about 2,000 rpm, set the attitude indicator to show a zero-pitch attitude, align your heading indicator with the magnetic compass, apply full carburetor heat, and turn on the pitot heat.
Establishing straight-and-level flight and setting the attitude and heading indicators will allow you to maneuver properly. Reducing power to that used for slow cruise in the practice area or on the downwind leg of a traffic pattern will slow you to near maneuvering speed (VA), protecting you from any turbulence. Carburetor heat prevents carburetor ice; pitot heat prevents pitot ice.
Some situations will not require the speed reduction, carburetor heat, or pitot heat. Use good judgment with respect to these elements. Most pilots are conscientious with lots of common sense, but others become the subject of newspaper headlines.
Level turn
Now, if a level, 180-degree turn will restore VFR conditions, focus on the attitude indicator, roll into a 15-degree bank or a standard-rate turn, and maintain the zero-pitch attitude. Never bank more than 15 degrees in such a situation. Steeper bank angles make the heading indicator move too fast for proper scanning and make altitude and airspeed control more difficult.
Once the bank is established, scan the attitude indicator, the altimeter, and the heading indicator. When you approach the desired heading, focus on the attitude indicator and roll out of the turn. When the wings are level, scan the attitude indicator, altimeter, and heading indicator.
Descending turn
If a descending, 180-degree turn will restore VFR conditions, concentrate on the attitude indicator; reduce power 300 or 400 rpm; and establish a wings-level, one-bar, nose-low attitude. Check airspeed, return to the attitude indicator, and adjust pitch attitude if necessary for the desired descent speed. If you are descending at less than 500 feet per minute, reduce power slightly.
Now roll into a 15-degree bank while maintaining the descent-pitch attitude. When you approach the desired heading, roll out of the turn. When the wings are level, scan the attitude indicator, the airspeed indicator, and the heading indicator. Continue descending to VFR conditions.
Climbing turn
If a climbing, 180-degree turn will restore VFR conditions, focus on the attitude indicator; add full power; establish a two-bar, wings-level, nose-high attitude; and turn off the carburetor heat. Check airspeed, return to the attitude indicator, and adjust pitch attitude if necessary for the desired climb speed. Never stare at the airspeed indicator while you change pitch attitude.
Now roll into a 15-degree bank and maintain the climb attitude. As you approach the desired heading, roll out of the turn. When the wings are level, scan the attitude indicator, airspeed indicator, and heading indicator.
Continue climbing to VFR conditions. If you are lost or can't reach VFR conditions, follow the four-Cs rule: climb, communicate (with air traffic control), confess (your situation), and comply (with ATC instructions).
Unusual attitudes
Recovery from unusual attitudes is next. Put your head down and close your eyes while your instructor places the airplane into an abnormal climbing, descending, or steeply banked attitude.
When you are told to recover, look at the airspeed for a split second. If it is increasing, reduce power; if it is decreasing, increase power.
Now look at the attitude indicator. If a nose-high attitude exists, decrease pitch to the zero-pitch attitude and roll out of the bank if one exists. If a nose-low attitude exists, roll out of the bank if one exists, and then increase pitch to the zero-pitch attitude. If you try to pull the nose up before you roll out of a descending turn, recovery may be impossible and you may overstress the airplane. After the last recovery, align the heading indicator with the magnetic compass.
Remember, student pilot instrument training is for emergency use only. If you want to enhance these skills after you receive your private pilot certificate, enroll in a good instrument training program. Upon completion, you'll realize the inadequacy of the private pilot certificate's required three hours of instrument flight.
Beware! Proper instrument scan training is an enjoyable endeavor. It may motivate you to obtain an instrument rating, and you'll never regret that decision.
Ralph Butcher learned to fly instruments in 1960 using the now-antiquated needle, ball, and airspeed system. That experience motivated him to simplify instrument flying techniques so that more pilots could enjoy the benefits of flying in the clouds. A retired United Airlines captain, Butcher currently is the chief flight instructor at a California flight school. Visit his Web site.
