“Hand flying” (no autopilot😳) is becoming increasingly rare during IFR (and even VFR) flying. We increasingly fly in a totally automated environment, and this deficit of hand-flying skill has huge safety implications when the “magic” fails. For all the hours professional pilots accumulate, less than 3% is probably “hand flown!”
I recently flew with a pilot who was convinced that single-pilot IFR in a piston plane was illegal without a fully functioning 3-axis autopilot. I dutifully pointed out CFR 91.205(d). This FAA regulation is so permissive that it only specifies “navigation equipment suitable for the route to be flown.” (and why do they never mention a transponder? C-R-A-F –T? Sorry ATC, “unable!”)
We are so far down this road of “automation dependency” that most instrument CFIs currently teaching do not even know how to properly teach basic attitude instrument flying (BAIF) skills anymore. (Patterns A & B were removed from the FAA Instrument Flying Handbook). Consequently, most accelerated IFR training courses introduce instrument approaches way to early – before a learner has fully mastered aircraft control. This illustrates again the educational fallacy of “teaching final form” – analogous to beginning VFR training with landings (too much/too soon).
Basic attitude instrument flying is, however, still a required element in the ACS for instrument certification and also the PTS for CFI-I evaluations. This article rewinds back to when IFR training required a mastery of the basics *before* jumping into the complex operations; basic attitude instrument flying.
Pilots need to prioritize manual flying skills and manage automation levels to prevent accidents and effectively handle unexpected situations. https://eightify.app
Teaching Basic Attitude Instrument Flying
“Old school IFR training” required mastery of BAIF and then proceeded to “Pattern A and Pattern B” (very similar to standardized approach procedures). Once these basics were mastered, an IFR learner progressed to instrument approaches. Even before Pattern A & B, was the “Vertical S” and the Oscar Pattern. When I personally go out to refresh my IFR skills or learn a new airframe in the clouds, I solicit a block altitude from ATC and practice the Vertical S maneuver.
The Amazing “Vertical S” Maneuver
The “vertical S” is flown at a constant airspeed. 90K works well in most trainers (about 2100rpm). This maneuver overlays a standard rate turn of 3 degrees a second standard rate turn with a standard 500fpm rate of climb or descent.
To begin, start a 500 fpm climb (or descent) and simultaneously enter a standard rate turn (and maintain each rate precisely while watching the clock) you will end a minute later with 180 degrees of heading change with 500 feet of altitude change. At the one-minute/180-degree point, roll smoothly in the opposite direction and continue your climb or descent. At exactly two minutes, you should be back on the original heading and exactly 1000 feet higher (or lower). This exercise sharpens your scan almost miraculously.
More Basic: “Control Independence”
If this is too much to start with, back up a bit more to a more basic “control independence” exercise. This procedure isolates the vertical control from the rolling operation. To practice this, maintain a continuous standard rate of turn and airspeed. Then add enough power to start a 500fpm climb (or descent) while maintaining the bank and airspeed. In most trainers, this is full power to climb, and 1700rpm to descend. While maintaining the turn, reduce power to level power setting for 90K fly level for a bit, and then reduce power to descend at a precise 500fpm.
As an instrument CFI working with a learner, try to imitate precisely the ATC verbiage your learner will experience when assigning a level off or turn: “Piper 75217, turn right heading 270.” (After every assignment have them ask “Clear?” to make sure you are visually clearing) Try to arrange for an altitude change or level off in the turn. You will know that you have perfected your “ATC speak” when you see your learner reach for the transmit button with their thumb.
Pattern A and Pattern B incorporate these same precise climbs and turns with control independence to precisely track navigational signals (increasing complexity). “Pattern A” tracks a course outbound and performs a precise procedure turn; one minute 45-degree offset with a standard rate 225-degree turn in the opposite direction. Your learner should be able to easily visualize this on a heading indicator or HSI. Once the course inbound is intercepted (180 degrees of heading change and course needle centered), start a 500 fpm descent. “Pattern B” ratchets up the complexity even more. After this practice, instrument approaches are easy!
All these maneuvers should incorporate the “change/check technique” for precise control. With every movement of the controls, the eyes should be on the attitude reference. As soon as the change is accomplished (and trimmed), the “check” consults the rate indicator (climb rate or turn rate) to verify the precise result. This is the logical extension of a properly-trained VFR scan: outside change, inside check.
These “non-operational maneuvers” can be frustrating for an impatient learner, but are analogous to the essential VFR practice of climb, descent, turn, slow flight, and stalls before landing “attempts.” Once the basics are fully mastered, instrument approaches are easy. It is pathetically apparent though when a pilot tries to fly an instrument approach without mastery of basic attitude instrument flying (seen on flight tests). These pilots are typically not adequately trimmed and have no idea of what power setting to use. Their struggle with the aircraft is horrible to watch (and I’d hate to be in the back as a passenger). It all is much easier when you master the basics first. Fly safely out there (and often)!
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