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Illusions - IFR for VFR pilots 2010-03-18
The purpose of IFR training is to be able to read, interpret the instruments and fly accordingly. The introduction of the VFR student to the hood should commence with several presumptions. First the student should be reasonably competent in the four basics VFR. This means his banks should be performed at 30 degrees and that trim and power changes can be made to set differing speed and flap conditions. With this foundation the student should be issued some cautions. His VFR control inputs will have to be reduced to obtain the 3 degree per second turn rate required for IFR. The student will have to be made aware that the "pop-up" tendency of the plane when leveling off from turns will be less and of necessity require a different pressure and feel. If VFR instruction has produced a light smooth touch on the controls the addition of a rigid wrist and braced arm will give good IFR control. The VFR pilot who enters into IFR conditions has an emergency. First off he should declare that emergency on any frequency he can. In actual conditions, just reaching for the radio can cause the inexperienced pilot to lose control of the aircraft. The human eye cannot determine clouds by size or distance. There are none of the usual references by which we determine size. Beyond 20 feet the one-eyed person is not handicapped except in terms of peripheral vision. There is a fascination in flying in proximity to clouds. Flying toward clouds with the intention of flying over, under, or around can easily lead to flying into them. You will not be aware of the problem until it is too late. When a cloud moves you are too close. We can normally determine our position and direction of motion by use of the eyes, the inner ear, and the seat of our pants which is called the proprioceptive sense. We use these in conjunction with the gravitational forces of the earth to know where 'down' is when we are on the earth's surface. In the air these senses can be deceived and put into conflict. On water and in the air this can cause motion sickness. A maneuvering aircraft can create gravitational sensations to our muscles and body. Our usual feeling of where 'down' is becomes confused. The pilot has no option except to learn to ignore these body senses and use only the eyes and aircraft instruments to know what is happening. This ability to ignore and use the eyes is what defines an IFR capable pilot. A slip or skid gives a sense of tilting in the opposite direction. A turn will give a sense of increased gravitational force. This must be visually interpreted as being in a turn through instrument reference and ignored as being going up as in an elevator. The VFR pilot will lose altitude going into a turn and gain altitude coming out of a turn. The body senses want 'level' body pressures to remain constant. This must be ignored and the eyes must be used to enter, hold and leave the turn. Any increase in body pressures is felt as a climb even though it may be a turn. Coming out of a turn is felt as a lowering of pressure or a descent even though it is coming out of a turn. Successful IFR again involves ignoring everything except the eyes interpretation of the aircraft instruments. Comment		External Links  Recent articles Absolute Altitude Absolute altitude is obtained by the use of radar The first radar altimeter was the A N 718 I worked with it during WWII ... Why Takeoff Pitch Changes P The initial lift off attitude at Vso is slightly higher than that required for Vy best rate of climb but is about right for Vx... Effective Instruction First of four elements is identification of the objectives…not the creation of them as would the FAA have you believe BR The... Decisions, Decisions, Decisions P Even the best instruction will not suffice if the student does not show good judgment The student must always be making a series of judgmental decisions... 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