FAA-H-8083-15, Instrument Flying Handbook -- 1 of 2 - US-PPL

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Crew/Cockpit Resource ManagementCrew/cockpit resource management (CRM) is the effectiveuse of all available resources; human resources, hardware, andinformation. While CRM is primarily focused on pilotsoperating in crew environments, many of the elements andconcepts apply to single pilot operations.Human ResourcesHuman resources include all groups routinely working withpilots to ensure flight safety. These groups include, but arenot limited to: weather briefers, flightline personnel,maintenance personnel, crewmembers, pilots, and air trafficpersonnel. Pilots must recognize the need to seek enoughinformation from these sources to make a valid decision. Afterall of the necessary information has been gathered, the pilot’sdecision must be passed on to those concerned, such as otheraircraft, air traffic controllers, crewmembers, and passengers.The pilot may have to request assistance from others and beassertive to safely resolve some situations.CRM focuses on communication skills, teamwork, taskallocation, and decision making. The single pilot needs to beable to effectively communicate with air traffic controllers,maintenance personnel, dispatchers, and other pilots. Keycomponents of the communication process are inquiry,advocacy, and assertion.Pilots should understand the need to seek further informationfrom others until satisfied they have the proper informationto make the best decision. Once a pilot has gathered allpertinent information and made the appropriate decision, thepilot needs to advocate the solution to others, such as air trafficcontrollers, to ensure the safe outcome of the flight. Pilotsneed to understand they must be assertive when seekingappropriate resolutions to problems they face.HardwareEquipment in many of today’s aircraft includes automatedflight and navigation systems. These automatic systems,while providing relief from many routine cockpit tasks,present a different set of problems for pilots. Information fromthese systems needs to be continually monitored to ensureproper situational awareness.Information WorkloadWorkloads need to be properly managed. The pilot flying inIMC is faced with many tasks, each with a different level ofimportance to the outcome of the flight. For example, a pilotpreparing to execute an instrument approach to an airportneeds to review the approach chart, prepare the aircraft forthe approach and landing, complete checklists, obtaininformation from Automatic Terminal Information Service(ATIS) or air traffic control (ATC), and set the navigationradios and equipment.The pilot who effectively manages his/her workload willcomplete as many of these tasks as early as possible topreclude the possibility of becoming overloaded by lastminutes changes and communication priorities in the later,more critical stages of the approach. Figure 1-9 shows themargin of safety is at the minimum level during this stage ofthe approach. Routine tasks that have been delayed until thelast minute can contribute to the pilot becoming overloadedand stressed, resulting in an erosion of performance.By planning ahead, a pilot can effectively reduce workloadduring critical phases of flight. If a pilot enters the final phasesof the instrument approach unprepared, the pilot shouldrecognize the situation, abandon the approach, and try it againafter becoming better prepared. Effective resourcemanagement includes recognizing hazardous situations andattitudes, decision making to promote good judgment andheadwork, and managing the situation to ensure the safeoutcome of the IFR flight.Figure 1-9. The margin of safety.Crew/cockpit resourcemanagement (CRM): The effectiveuse of all available resources—human resources, hardware, andinformation.Keys to CommunicationInquiry—gather pertinent information.Advocacy—promote a solution or decision.Assertion—seek resolution with firm determination.1–13
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Page 4: PrefaceThis Instrument Flying Handb
Page 7 and 8: inquiries regarding the available t
Page 9 and 10: Chapter 3Flight Instruments .......
Page 12 and 13: Chapter 10IFR Flight ..............
Page 15 and 16: The only effective way to counter t
Page 17 and 18: aircraft tends to lose altitude in
Page 19 and 20: disoriented and the instructor pilo
Page 21 and 22: 5. Utilize the visual descent point
Page 23 and 24: antihistamines, blood pressure drug
Page 25: Figure 1-7B illustrates the ADM pro
Page 29 and 30: Figure 2-1. Newton’s First Law of
Page 31 and 32: altitude, you must lower the pitch
Page 33 and 34: The force of the airflow striking t
Page 35 and 36: speed is constant, increasing the b
Page 37 and 38: The most hazardous aspect of struct
Page 39 and 40: the fuselage or the vertical fin. T
Page 41 and 42: A sensitive altimeter is one with a
Page 43 and 44: Extreme differences between ambient
Page 45 and 46: Mach NumberAs an aircraft approache
Page 47 and 48: This is done to correct for deviati
Page 49 and 50: To find the true course that is bei
Page 51 and 52: Figure 3-21. A vertical card magnet
Page 53 and 54: Gyroscopic SystemsFlight without re
Page 55 and 56: Figure 3-28. Twin-engine instrument
Page 57 and 58: Directional gyros are almost all ai
Page 59 and 60: The inclinometer, similar to the on
Page 61 and 62: After Engine Start1. When you turn
Page 63 and 64: Figure 4-1. Control/Performance cro
Page 65 and 66: Figure 4-2. Primary/Supporting cros
Page 67 and 68: This cross-checking method gives eq
Page 69 and 70: 4-8
Page 71 and 72: Figure 5-1. Pitch attitude and airs
Page 73 and 74: Figure 5-7. Using the altimeter for
Page 75 and 76: Vertical Speed IndicatorThe vertica
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Figure 5-16. Instruments used for b
Page 79 and 80:
airspeed constant, the airplane wil
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Figure 5-23. Straight-and-level fli
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You will have developed a high leve
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3. Faulty sequence in trim techniqu
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Figure 5-27. Stabilized climb at co
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EntryThe following method for enter
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Common Errors in Straight Climbs an
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Figure 5-34. Turn coordinator calib
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Figure 5-36. Steep left turn.Steep
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Climbing and Descending TurnsTo exe
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have a specific reason to turn the
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Figure 5-40. Unusual attitude—nos
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except as a last resort, as it usua
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Figure 5-43. 80/260 procedure turn
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Figure 6-1. In most situations, the
Page 109 and 110:
Figure 6-2. The flight instruments
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lowered. A rapid change in airspeed
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Power Control During Straight-and-L
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Common Errors During Airspeed Chang
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Figure 6-10. Flight instrument indi
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To recover to straight-and-level fl
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Figure 6-12. Flight instrument indi
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Instrument TakeoffThe procedures an
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Sky WaveThe sky wave, at frequencie
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Function of ADFThe ADF can be used
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7-6330°WIND015°306912152118243027
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2. Positively identifying any malfu
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TO/FROM indicator. The TO/FROM indi
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Course interception is illustrated
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selection assures reception of azim
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Without an RMI, orientation is more
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2. MODE select switch used to selec
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The Aeronautical Information Manual
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Function of GPSGPS operation is bas
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To determine the aircraft position
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the FAWP. As sensitivity changes fr
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Figure 7-23. Instrument landing sys
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Marker BeaconsTwo VHF marker beacon
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Runway end identifier lights (REIL)
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Figure 7-29. Glide-slope receiver i
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Approach Azimuth StationThe approac
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to this target can be instantly det
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7-40
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FAA-H-8083-15, Instrument Flying Handbook -- 1 of 2 - US-PPL

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