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be stabilized. The airspeed trend indicator should not be
visible at this point if the airspeed is being held constant. An
activation of the airspeed trend indicator shows that the pitch
attitude is not being held at the desired value and, therefore,
the airspeed is changing. The desired performance is to be
climbing at a constant airspeed and vertical speed rate. Use
the ASI as the primary instrument for the pitch indication.
5-61
Once the aircraft has reached a safe altitude (approximately
100 feet for insufficient runway available for landing should
an engine failure occur) retract the landing gear and flaps
while referencing the ASI and attitude indicator to maintain
the desired pitch. As the configuration is changed, an increase
in aft control pressure is needed in order to maintain the
desired pitch attitude. Smoothly increase the aft control
pressure to compensate for the change in configuration.
Anticipate the changes and increase the rate of cross-check.
The airspeed tape and altitude tape increases while the VSI
tape is held constant. Allow the aircraft to accelerate to the
desired climb speed. Once the desired climb speed is reached,
reduce the power to the climb power setting as printed in
the POH/AFM. Trim the aircraft to eliminate any control
pressures.
Common Errors in Instrument Takeoffs
Common errors associated with the instrument takeoff
include, but are not limited to, the following:
1. Failure to perform an adequate flight deck check
before the takeoff. Pilots have attempted instrument
takeoff with inoperative airspeed indicators (pitot
tube obstructed), controls locked, and numerous
other oversights due to haste or carelessness. It is
imperative to cross-check the ASI as soon as possible.
No airspeed will be indicated until 20 knots of true
airspeed is generated in some systems.
2. Improper alignment on the runway. This may result
from improper brake applications, allowing the
airplane to creep after alignment, or from alignment
with the nosewheel or tailwheel cocked. In any case,
the result is a built-in directional control problem as
the takeoff starts.
3. Improper application of power. Abrupt applications of
power complicate directional control. Power should be
applied in a smooth and continuous manner to arrive
at the takeoff power setting within approximately 3
seconds.
4. Improper use of brakes. Incorrect seat or rudder pedal
adjustment, with feet in an uncomfortable position,
frequently causes inadvertent application of brakes
and excessive heading changes.
5. Overcontrolling rudder pedals. This fault may be
caused by late recognition of heading changes, tension
on the controls, misinterpretation of the heading
indicator (and correcting in the wrong direction),
failure to appreciate changing effectiveness of rudder
control as the aircraft accelerates, and other factors. If
heading changes are observed and corrected instantly
with small movement of the rudder pedals, swerving
tendencies can be reduced.
6. Failure to maintain attitude after becoming airborne.
If the pilot reacts to seat-of-the-pants sensations when
the airplane lifts off, pitch control is guesswork.
The pilot may either allow excessive pitch or apply
excessive forward-elevator pressure, depending on
the reaction to trim changes.
7. Inadequate cross-check. Fixations are likely during the
trim changes, attitude changes, gear and flap retractions,
and power changes. Once an instrument or a control
input is applied, continue the cross-check and note the
effect control during the next cross-check sequence.
8. Inadequate interpretation of instruments. Failure
to understand instrument indications immediately
indicates that further study of the maneuver is
necessary.
Basic Instrument Flight Patterns
After attaining a reasonable degree of proficiency in basic
maneuvers, apply these skills to the various combinations
of individual maneuvers. The practice flight patterns,
beginning on page 5-30, are directly applicable to operational
instrument flying.
5-62
6-1
Introduction
Attitude instrument flying in helicopters is essentially visual
flying with the flight instruments substituted for the various
reference points on the helicopter and the natural horizon.
Control changes, required to produce a given attitude by
reference to instruments, are identical to those used in
helicopter visual flight rules (VFR) flight, and pilot thought
processes are the same. Basic instrument training is intended to
be a building block toward attaining an instrument rating.
　
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