Zaon XRX CZ

In the last few years we had only in our Ft Lauderdale area 4 mid air collisions that I can remember. The last one was couple of weeks ago with two planes and instructor and a student in each one. Two years ago the same exact scenario with my wife's instructor in one of them.

 
For the last two years I had Zaon MRX panel mount and it helps to warn you about traffic, but without directional info it makes for some tense moments if you can not visually locate the traffic. Two weeks ago friend of mine let me try his Zaon XRX on a weekend trip..

I was shocked how many aircraft are there that we had no clue about. It has it's own split screen that one half shows like a radar screen all the planes within 6 miles radius, and the other gives you direction, altitude above or below and distance for the closest threat. Nice feature is that you can feed the info into Garmin 398/496 and others, and display it on the moving map.

This week I'm installing permanently one (Christmas Gift :)) in the CZ. For what is worth, I highly recommend this unit. For the money, it gives you great peace of mind.
 

Selling Long-EZ N84RW Airplane

I am thinking of selling my airplane. It is Long-EZ N84RW. It is really good airplane. It flies really well. Very straight and true airplane.

It was dropped on its nose. The nose needs cosmetic repair. The plane needs an annual.

I truly love this airplane and it is hard to sell it, but I need the money for school.

Lycoming O-235-L2C - compression is good (80+ all cylinders) but needs annual.

LSE electronic ignition on bottom

Slick Magneto on top (one year old)

New Silver Bullet Propeller

A real king HSI (not emulated in software but a real HSI)

KX-165 radio

KX76A transponder

King DME (forget the model #)

Bose noise reducing headset

Garmin 396 gps (with XM radio)

Trio avionics one axis autopilot which is tied into the garmin gps

The plane is a 1984 model. Almost always hungered (except on trips when I
couldn't).

Won Osh Kosh in 1987. Was a show plane at that time.

7/10 outside

7/10 inside

 

GROUND EFFECT

It is possible to fly an airplane just clear of the ground (or water) at a slightly slower airspeed than that required to sustain level flight at higher altitudes. This is the result of a phenomenon, which is better known than understood even by some experienced pilots.

When an airplane in flight gets within several feet from the ground surface, a change occurs in the three-dimensional flow pattern around the airplane because the vertical component of the airflow around the wing is restricted by the ground surface. This alters the wings up wash, down wash, and wingtip vortices. These general effects due to the presence of the ground are referred to as "ground effect." Ground effect, then, is due to the interference of the ground (or water) surface with the airflow patterns about the airplane in flight.

While ground effects alter the aerodynamic characteristics of the tail surfaces and the fuselage, the principal effects due to proximity of the ground are the changes in the aerodynamic characteristics of the wing. As the wing encounters ground effect and is maintained at a constant lift coefficient, there is consequent reduction in the up wash, down wash, and the wingtip vortices.

Induced drag is a result of the wing's work of sustaining the airplane and the wing lifts the airplane simply by accelerating a mass of air downward. It is true that reduced pressure on top of an airfoil is essential to lift, but that is but one of the things that contributes to the overall effect of pushing an air mass downward. The more down wash there is, the harder the wing is pushing the mass of air down. At high angles of attack, the amount of induced drag is high and since this corresponds to lower airspeeds in actual flight, it can be said that induced drag predominates at low speed.

However, the reduction of the wingtip vortices due to ground effect alters the span wise lift distribution and reduces the induced angle of attack and induced drag. Therefore, the wing will require a lower angle of attack in ground effect to produce the same lift coefficient or, if a constant angle of attack is maintained, an increase in lift coefficient will result.

Ground effect also will alter the thrust required versus velocity. Since induced drag predominates at low speeds, the reduction of induced drag due to ground effect will cause the most significant reduction of thrust required (parasite plus induced drag) at low speeds.
The reduction in induced flow due to ground effect causes a significant reduction in induced drag but causes no direct effect on parasite drag. As a result of the reduction in induced drag, the thrust required at low speeds will be reduced.

Due to the change in up wash, down wash, and wingtip vortices, there may be a change in position (installation) error of the airspeed system, associated with ground effect. In the majority of cases, ground effect will cause an increase in the local pressure at the static source and produce a lower indication of airspeed and altitude. Thus, the airplane may be airborne at an indicated airspeed less than that normally required.

In order for ground effect to be of significant magnitude, the wing must be quite close to the ground. One of the direct results of ground effect is the variation of induced drag with wing height above the ground at a constant lift coefficient. When the wing is at a height equal to its span, the reduction in induced drag is only 1.4 percent. However, when the wing is at a height equal to one-fourth its span, the reduction in induced drag is 23.5 percent and, when the wing is at
a height equal to one-tenth its span, the reduction in induced drag is 47.6 percent. Thus, a large reduction in induced drag will take place only when the wing is very close to the ground. Because of this variation, ground effect is most usually recognized during the liftoff for takeoff or just prior to touchdown when landing.

During the takeoff phase of flight, ground effect produces some important relationships. The airplane leaving ground effect after takeoff encounters just the reverse of the airplane entering ground effect during landing; i.e., the airplane leaving ground effect will:

• Require an increase in angle of attack to maintain the same lift coefficient.
• Experience an increase in induced drag and thrust required.
• Experience a decrease in stability and a nose-up change in moment.
• Produce a reduction in static source pressure and increase in indicated airspeed.

These general effects should point out the possible danger in attempting takeoff prior to achieving the recommended takeoff speed. Due to the reduced drag in ground effect, the airplane may seem capable of takeoff well below the recommended speed. However, as the airplane rises out of ground effect with a deficiency of speed, the greater induced drag may result in very marginal initial climb performance. In the extreme conditions such as high gross weight, high density altitude, and high temperature, a deficiency of airspeed during takeoff may permit the airplane to become airborne but be incapable of flying out of ground effect. In this case, the airplane may become airborne initially with a deficiency of speed, and then settle back to the runway. It is important that no attempt be made to force the airplane to become airborne with a deficiency of speed; the recommended takeoff speed is necessary to provide adequate initial climb performance. For this reason, it is imperative that a definite climb be established before retracting the landing gear or flaps.

During the landing phase of flight, the effect of proximity to the ground also must be understood and appreciated. If the airplane is brought into ground effect with a constant angle of attack, the airplane will experience an increase in lift coefficient and a reduction in the thrust required. Hence, a "floating" effect may occur. Because of the reduced drag and power off deceleration in ground effect, any excess speed at the point of flare may incur a considerable "float" distance. As the airplane nears the point of touchdown, ground effect will be most realized at altitudes less than the wingspan. During the final phases of the approach as the airplane nears the ground, a reduced power setting is necessary or the reduced thrust required would allow the airplane to climb above the desired glide path.

FLIGHT INSTRUMENTS STARTING SYSTEM

Most small aircraft use a direct-cranking electric starter system. This system consists of a source of electricity, wiring, switches, and solenoids to operate the starter and a starter motor. Most aircraft have starters that automatically engage and disengage when operated, but some older aircraft have starters that are mechanically engaged by a lever actuated by the pilot.

The starter engages the aircraft flywheel, rotating the engine at a speed that allows the engine to start and maintain operation.

Tag: Flying instrument, instrument flight, aviation, piloting, instrument rating, instrument flying training, instrument flight rating, instrument rating requirement, instrument rating regulation, aircraft, aeronautic, airplane, and aeronautical knowledge.

Electrical power for an on-board battery usually supplies starting, but can also be supplied by external power through an external power receptacle. When the battery switch is turned on, electricity is supplied to the main power bus through the battery solenoid. Both the starter and the starter switch draw current from the main bus, but the starter will not operate until the starter switch being turned to the "start" position energizes the starting solenoid. When the starter switch is released from the "start" position, the solenoid removes power from the starter motor. The starter motor is protected from being driven by the engine through a clutch in the starter drive that allows the engine to run faster than the starter motor.

When starting an engine, the rules of safety and courtesy should be strictly observed. One of the most important is to make sure there is no one near the propeller. In addition, the wheels should be choked and the brakes set, to avoid hazards caused by unintentional movement. To avoid damage to the propeller and property, the airplane should be in an area where the propeller will not stir up gravel or dust.

Flight Instrument Interpretation

The second fundamental skill, instrument interpretation, requires the most thorough study and analysis. It begins as you understand each instrument's construction and operating principles. Then you must apply this knowledge to the performance of the aircraft that you are flying, the particular maneuvers to be executed, the cross-check and control techniques applicable to that aircraft, and the flight conditions in which you are operating.
 
Tag: Flying instrument, instrument flight, aviation, piloting, instrument rating, instrument flying training, instrument flight rating, instrument rating requirement, instrument rating regulation, aircraft, aero plane, airplane, and aeronautical knowledge.
 
Tension: Maintaining an excessively strong grip on the control column; usually results in an over controlled situation.
 
For example, a pilot uses full power in a small airplane for a 5-minute climb from near sea level, and the attitude indicator shows the miniature aircraft two bar widths (twice the thickness of the miniature aircraft wings) above the artificial horizon. [Figure 4-6: Power and attitude equal performance] The airplane is climbing at 500 feet per minute (fpm) as shown on the vertical speed indicator, and at airspeed of 90 knots, as shown on the airspeed indicator. With the power available in this particular airplane and the attitude selected by the pilot, the performance is shown on the instruments.
 
Now set up the identical picture on the attitude indicator in a jet airplane. With the same airplane attitude as shown in the first example, the vertical speed indicator in the jet reads 2,000 fpm, and the airspeed indicates 300 knots. As you learn the performance capabilities of the aircraft in which you are training, you will interpret the instrument indications appropriately in terms of the attitude of the aircraft. If the pitch attitude is to be determined, the airspeed indicator, altimeter, vertical speed indicator, and attitude indicator provide the necessary information. If the bank attitude is to be determined, the heading indicator, turn coordinator, and attitude indicator must be interpreted.
 
For each maneuver, you will learn what performance to expect and the combination of instruments you must interpret in order to control aircraft attitude during the maneuver.

Introduction of Airplane Attitude Instrument Flying

Attitude instrument flying may be defined as the control of an aircraft's spatial position by using instruments rather than outside visual references.
 
Any flight, regardless of the aircraft used or route flown, consists of basic maneuvers. In visual flight, you control aircraft attitude with relation to the natural horizon by using certain reference points on the aircraft. In instrument flight, you control aircraft attitude by reference to the flight instruments. A proper interpretation of the flight instruments will give you essentially the same information that outside references do in visual flight. Once you learn the role of all the instruments in establishing and maintaining a desired aircraft attitude, you will be better equipped to control the aircraft in emergency situations involving failure of one or more key instruments.
 
Two basic methods used for learning attitude instrument flying are "control and performance" and "primary and supporting." Both methods involve the use of the same instruments, and both use the same responses for attitude control. They differ in their reliance on the attitude indicator and interpretation of other instruments.
 
Tag: Flying instrument, instrument flight, aviation, piloting, instrument rating, instrument flying training, instrument flight rating, instrument rating requirement, instrument rating regulation, aircraft, aeroplane, airplane, and aeronautical knowledge.
 
Attitude instrument flying: Controlling the aircraft by reference to the instruments rather than outside visual cues.

Dry-Air Pump and Pressure Systems

Dry-Air Pump Systems
As flight altitudes increase, the air is less dense and more air must be forced through the instruments. Air pumps that do not mix oil with the discharge air are used in high-flying aircraft.
 
Steel vanes sliding in a steel housing need to be lubricated, but vanes made of a special formulation of carbon sliding inside carbon housing provide their own lubrication as they wear in a microscopic amount.
 
Pressure Systems
Figure 3-28: "Twin-engine instrument pressure system" is a diagram of the instrument pneumatic system of a twin-engine general aviation airplane. Two dry air pumps are used with filters in their inlet to filter out any contaminants that could damage the fragile carbon vanes in the pump. The discharge air from the pump flows through a regulator, where excess air is bled off to maintain the pressure in the system at the desired level. The regulated air then flows through inline filters to remove any contamination that could have been picked up from the pump, and from there into a manifold check valve. If either engine should become inoperative, or if either pump should fail, the check valve will isolate the inoperative system and the instruments will be driven by air from the operating system. After the air passes through the instruments and drives the gyros, it is exhausted from the case. The gyro pressure gauge measures the pressure drop across the instruments.
 
Tag: Electrical system, pneumatic system, venture tube system, wet-type vacuum pump system, dry-air pump system, pressure system,
 
Tag: Types of Airspeed, Indicated Airspeed, Calibrated Airspeed, Equivalent Airspeed, True Airspeed, Mach number, Maximum Allowable Airspeed, and Airspeed Color Code.
 
Tag: Flying instrument, instrument flight, aviation, piloting, instrument rating, instrument flying training, instrument flight rating, instrument rating requirement, instrument rating regulation, aircraft, aero plane, airplane, and aeronautical knowledge.
 
Venturi tube: A specially-shaped tube attached to the outside of an aircraft to produce suction to operate gyro instruments.
 
Rigidity: The characteristic of a gyroscope that prevents its axis of rotation tilting as the Earth rotates.
 
Precession: The characteristic of a gyroscope that causes an applied force to be felt, not at the point of application, but 90° from that point in the direction of rotation.
 
Inverter: A solid-state electronic device that converts electrical current from d.c. into a.c. to operate a.c. gyro instruments.
 
Suction-relief valve: A relief valve in an instrument vacuum system to maintain the correct low pressure inside the instrument case for the proper operation of the gyros.

Compass Systems

The Earth is a huge magnet, spinning in space, surrounded by a magnetic field made up of invisible lines of flux. These lines leave the surface at the magnetic north pole and reenter at the magnetic south pole.
 
Lines of magnetic flux have two important characteristics: any magnet that is free to rotate will align with them, and an electrical current is induced into any conductor that cuts across them. Most direction indicators installed in aircraft make use of one of these two characteristics.
 
Magnetic Compass
One of the oldest and simplest instruments for indicating direction is the magnetic compass. It is also one of the basic instruments required by 14 CFR part 91 for both VFR and IFR flight.
 
A magnet is a piece of material, usually a metal containing iron that attracts and holds lines of magnetic flux. Every magnet regardless of size has two poles: a north pole and a south pole. When one magnet is placed in the field of another, the unlike poles attract each other and like poles repel.
 
An aircraft magnetic compass, such as the one in figure 3-15, has two small magnets attached to a metal float sealed inside a bowl of clear compass fluid similar to kerosene. A graduated scale, called a card, is wrapped around the float and viewed through a glass window with a lubber line across it. The card is marked with letters representing the cardinal directions, north, east, south, and west, and a number for each 30° between these letters. The final "0" is omitted from these directions; for example, 3 = 30°, 6 = 60°, and 33 = 330°. There are long and short graduation marks between the letters and numbers, with each long mark representing 10° and each short mark representing 5°.
 
Tag: Types of Airspeed, Indicated Airspeed, Calibrated Airspeed, Equivalent Airspeed, True Airspeed, Mach number, Maximum Allowable Airspeed, and Airspeed Color Code.
 
The float and card assembly has a hardened steel pivot in its center that rides inside a special, spring-loaded, hard-glass jewel cup. The buoyancy of the float takes most of the weight off the pivot, and the fluid damps the oscillation of the float and card. This jewel-and-pivot type mounting allows the float freedom to rotate and tilt up to approximately 18° angle of bank. At steeper bank angles, the compass indications are erratic and unpredictable.
 
The compass housing is entirely full of compass fluid. To prevent damage or leakage when the fluid expands and contracts with temperature changes, the rear of the compass case is sealed with a flexible diaphragm, or in some compasses, with a metal bellows.
 
The magnets align with the Earth's magnetic field and the pilot reads the direction on the scale opposite the lubber line. In figure 3-15: "A magnetic compass", the pilot sees the compass card from its backside. When you are flying north as the compass shows, east is to your right, but on the card "33" which represents 330°  (west of north) is to the right of north. The reason for this apparent backward graduation is that the card remains stationary, and the compass housing and the pilot turn around it, always viewing the card from its back side.
 
Tag: Flying instrument, instrument flight, aviation, piloting, instrument rating, instrument flying training, instrument flight rating, instrument rating requirement, instrument rating regulation, aircraft, aero plane, airplane, and aeronautical knowledge.
 
A compensator assembly mounted on the top or bottom of the compass allows an aviation maintenance technician (AMT) to create a magnetic field inside the compass housing that cancels the influence of local outside magnetic fields.
 
This is done to correct for deviation error. The compensator assembly has two shafts whose ends have screwdriver slots accessible from the front of the compass. Each shaft rotates one or two small compensating magnets. The end of one shaft is marked E-W, and its magnets affect the compass when the aircraft is pointed east or west. The other shaft is marked N-S and its magnets affect the compass when the aircraft is pointed north or south.

Pitot-Static Systems

Three basic pressure-operated instruments are found in most aircraft instrument panels. These are the sensitive altimeter, airspeed indicator (ASI), and vertical speed indicator (VSI). All three receive the pressures they measure from the aircraft Pitot-static system.
 
Flight instruments depend upon accurate sampling of the ambient atmospheric pressure to determine the height and speed of movement of the aircraft through the air, both horizontally and vertically. This pressure is sampled at two or more locations outside the aircraft by the Pitot-static system.
 
The pressure of the static, or still air, is measured at a flush port where the air is not disturbed. On some aircraft, this air is sampled by static ports on the side of the electrically heated Pitot-static head, such as the one in figure 3-1: "A typical electrically heated pitot static head". Other aircraft pick up the static pressure through flush ports on the side of the fuselage or the vertical fin. These ports are in locations proven by flight tests to be in undisturbed air, and they are normally paired, one on either side of the aircraft. This dual location prevents lateral movement of the aircraft from giving erroneous static pressure indications. The areas around the static ports may be heated with electric heater elements to prevent ice forming over the port and blocking the entry of the static air.
 
Pitot pressure, or impact air pressure, is taken in through an open-end tube pointed directly into the relative wind flowing around the aircraft. The pitot tube connects to the airspeed indicator, and the static ports deliver their pressure to the airspeed indicator, altimeter, and VSI. If the static ports should ice over, or in any other way become obstructed, the pilot is able to open a static-system alternate source valve to provide a static air pressure source from a location inside the aircraft. [Figure 3-2: A typical pitot static-system] This may cause an inaccurate indication on the pitot-static instrument. Consult the Pilot's Operating Handbook/Airplane Flight Manual (POH/AFM) to determine the amount of error.
 
Position Error
The static ports are located in a position where the air at their surface is as undisturbed as possible. But under some flight conditions, particularly at a high angle of attack with the landing gear and flaps down, the air around the static port may be disturbed to the extent that it can cause an error in the indication of the altimeter and airspeed indicator. Because of the importance of accuracy in these instruments, part of the certification tests for an aircraft is a check of position error in the static system.
 
The POH/AFM contains any corrections that must be applied to the airspeed for the various configurations of flaps and landing gear.
 
Tag: Flying instrument, instrument flight, aviation, piloting, instrument rating, instrument flying training, instrument flight rating, instrument rating requirement, instrument rating regulation, aircraft, aero plane, airplane, and aeronautical knowledge.
 
Pitot-static head: A combination pickup used to sample Pitot pressure and static air pressure.
 
Static pressure: Pressure of the air that is still, or not moving, measured perpendicular to the surface of the aircraft.

The Factors Affecting Aircraft Performance: Trim

A trim tab is a small, adjustable hinged surface, located on the trailing edge of the aileron, rudder, or elevator control surface. It is used to maintain balance in straight-and-level flight and during other prolonged flight conditions so the pilot does not have to hold pressure on the controls. This is accomplished by deflecting the tab in the direction opposite to that in which the primary control surface must be held.
 
The force of the airflow striking the tab causes the main control surface to be deflected to a position that will correct the unbalanced condition of the aircraft.
 
Because the trim tabs use airflow to function, trim is a function of speed. Any change in speed will result in the need to re-trim the aircraft. A properly trimmed aircraft seeks to return to the original speed before the change. Therefore, it is very important for instrument pilots to keep the aircraft in constant trim. This will reduce the workload significantly and allow pilots to tend to other duties without compromising aircraft control.
 
Tag: Flying instrument, instrument flight, aviation, piloting, instrument rating, instrument flying training, instrument flight rating, instrument rating requirement, instrument rating regulation, aircraft, aero plane, airplane, and aeronautical knowledge.
 
Reversed Logic
In the region of reversed command, as you slow down you require more power.

Aeronautical Decision Making

Aeronautical decision making (ADM) is a systematic approach to the mental process used by pilots to consistently determine the best course of action in response to a given set of circumstances. ADM builds upon the foundation of conventional decision making, but enhances the process to decrease the probability of pilot error. ADM provides a structure to analyze changes that occur during a flight and determine how these changes might affect a flight's safe outcome.
 
The ADM process addresses all aspects of decision making in the cockpit and identifies the steps involved in good decision making. These steps are:
 
1.      Identifying personal attitudes hazardous to safe flight.
2.      Learning behavior modification techniques.
3.      Learning how to recognize and cope with stress.
4.      Developing risk assessment skills.
5.      Using all resources.
6.      Evaluating the effectiveness of one's ADM skills.
 
In conventional decision making, the need for a decision is triggered by recognition that something has changed or an expected change did not occur. Recognition of the change, or non-change, is a vital step in any decision making process. Not noticing the change in the situation can lead directly to a mishap. [Figure 1-7A: Decisions making] The change indicates that an appropriate response or action is necessary in order to modify the situation (or, at least, one of the elements that comprise it) and bring about a desired new situation. Therefore, situational awareness is the key to successful and safe decision making. At this point in the process, the pilot is faced with a need to evaluate the entire range of possible responses to the detected change and to determine the best course of action.
 
Tag: Flying instrument, instrument flight, aviation, piloting, instrument rating, instrument flying training, instrument flight rating, instrument rating requirement, instrument rating regulation, aircraft, aero plane, airplane, and aeronautical knowledge.
 
Figure 1-7B: Decisions making illustrates the ADM process, how this process expands conventional decision making, shows the interactions of the ADM steps, and how these steps can produce a safe outcome. Starting with the recognition of change, and following with an assessment of alternatives, a decision to act or not act is made, and the results are monitored. Pilots can use ADM to enhance their conventional decision making process because it: (1) increases their awareness of the importance of attitude in decision making; (2) teaches the ability to search for and establish relevance of information; (3) increases their motivation to choose and execute actions that ensure safety in the situational timeframe.
 
Aeronautical decision making (ADM): A systematic approach to the mental process used by pilots to consistently determine the best course of action in response to a given set of circumstances.
 
Situational awareness: Knowing where you are in regard to location, air traffic control, weather, regulations, aircraft status, and other factors that may affect flight.
 
 
The DECIDE Model
A tool to use in making good aeronautical decisions is the DECIDE Model. [Figure 1-7C: Decisions making] The DECIDE Model is a six step process intended to provide the pilot with a logical way of approaching decision making. The six elements of the DECIDE Model represent a continuous loop process to assist a pilot in the decision making when faced with a change in a situation that requires judgment. The model is primarily focused on the intellectual component, but can have an impact on the motivational component of judgment as well. If a pilot continually uses the DECIDE Model in all decision making, it becomes very natural and could result in better decisions being made under all types of situations.

Nerves Signals Tell the Pilot His/Her Current Position

Nerves in the body’s skin, muscles, and joints constantly send signals to the brain, which signals the body’s relation to gravity. These signals tell the pilot his/her current position. Acceleration will be felt as the pilot is pushed back into the seat. Forces created in turns can lead to false sensations of the true direction of gravity, and may give the pilot a false sense of which way is up.

Uncoordinated turns, especially climbing turns, can cause misleading signals to be sent to the brain. Skids and slips give the sensation of banking or tilting. Turbulence can create motions that confuse the brain as well. Pilots need to be aware that fatigue or illness can exacerbate these sensations and ultimately lead to subtle incapacitation.

Orientation: Awareness of the position of the aircraft and of oneself in relation to a specific reference point.

Tag: Flying instrument, instrument flight, aviation, piloting, instrument rating, instrument flying training, instrument flight rating, instrument rating requirement, instrument rating regulation, aircraft, aero plane, airplane, and aeronautical knowledge.

Spatial disorientation: The state of confusion due to misleading information being sent to the brain from various sensory organs, resulting in a lack of awareness of the aircraft position in relation to a specific reference point.

Vestibular: The central cavity of the bony labyrinth of the ear, or the parts of the membranous labyrinth that it contains.

Attitude Instrument Flying Techniques

Pilots originally flew aircraft strictly by sight, sound, and feel while comparing the aircraft’s attitude to the natural horizon. As aircraft performance increased, pilots required more in flight information to enhance the safe operation of their aircraft. This information has ranged from a string tied to a wing strut, to development of sophisticated electronic flight information systems (EFIS) and flight management systems (FMS). Interpretation of the instruments and aircraft control have advanced from the “one, two, three” or “needle, ball and airspeed” system to the use of “attitude instrument flying” techniques.

Basic maneuvers, flown by sole reference to the instruments rather than outside visual cues, for the purpose of practicing basic attitude flying. The patterns simulate maneuvers encountered oninstrument flights such as holding patterns, procedure turns, and approaches.

Instrument flying techniques differ according to aircraft type, class, performance capability, and instrumentation. Therefore, the procedures and techniques that follow will need to be modified for application to different types of aircraft. Recommended procedures, performance data, operating limitations, and flight characteristics of a particular aircraft are available in your Pilot’s Operating Handbook/Airplane Flight Manual (POH/AFM) for study before practicing the flight maneuvers.

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The Need of Instrument Rating

Is an instrument rating necessary? The answer to this question depends entirely upon individual needs. Pilots who fly in familiar uncongested areas, stay continually alert to weather developments, and accept an alternative to their original plan, may not need an Instrument Rating. However, some cross-country destinations may take a pilot to unfamiliar airports and/or through high activity areas in marginal visual or instrument meteorological conditions (IMC). Under these conditions, an Instrument Rating may be an alternative to rerouting, rescheduling, or canceling a flight. Many accidents are the result of pilots who lack the necessary skills or equipment to fly in marginal visual meteorological conditions (VMC) or IMC conditions and attempt flight without outside references.

Pilots originally flew aircraft strictly by sight, sound, and feel while comparing the aircraft’s attitude to the natural horizon. As aircraft performance increased, pilots required more inflight information to enhance the safe operation of their aircraft. This instrument flying information has ranged from a string tied to a wing strut, to development of sophisticated electronic flight information systems (EFIS) and flight management systems (FMS). Flight instrument interpretation and aircraft control have advanced from the “one, two, three” or “needle, ball and airspeed” system to the use of “attitude instrument flying” techniques.

Navigation began by using ground references with dead reckoning and has led to the development of electronic navigation systems. These include the automatic direction finder (ADF), very-high frequency omnidirectional range (VOR), distance measuring equipment (DME), tactical air navigation (TACAN), long range navigation (LORAN), global positioning system (GPS), instrument landing system (ILS), microwave landing system (MLS), and inertial navigation system (INS).

Perhaps you want an Aviation Instrument Rating for the same basic reason you learned to fly in the first place—because you like flying. Maintaining and extending your proficiency, once you have the rating, means less reliance on chance and more on skill and knowledge. Earn the rating—not because you might need it sometime, but because it represents achievement and provides training you will use continually and build upon as long as you fly. But most importantly—it means greater safety in flying.