DOCUMENT

V3F-G

DOCUMENT TITLE

FLIGHT STUDY GUIDE

INSTRUMENT FLYING
INSTRUMENT FLIGHT (LIMITED PANEL)

Version 1.0

November 2019

This is a controlled document. All rights reserved. No part of this publication may be
reproduced, stored in a retrieval system, or transmitted, in any form, or by any means,
electronic, mechanical, photocopying, recording or otherwise, without prior permission, in
writing, from the Chief Executive Officer of Flight Training Adelaide.
 INSTRUMENT FLYING
INSTRUMENT FLIGHT FLIGHT STUDY GUIDE
(LIMITED PANEL)

CONTENTS
INSTRUMENT FLIGHT (LIMITED PANEL) .....................................................................3
I-2.1 INTRODUCTION .............................................................................................................3
I-2.2 AIM ..............................................................................................................................3
I-2.3 CONSIDERATION ...........................................................................................................3
I-2.3.1 Pitch control .........................................................................................................3
I-2.3.2 Bank Control ........................................................................................................4
I-2.4 INSTRUMENTS ..............................................................................................................4
I-2.4.1 Altimeter ...............................................................................................................4
I-2.4.2 VSI .......................................................................................................................4
I-2.4.3 ASI .......................................................................................................................4
I-2.4.4 Standby compass.................................................................................................4
I-2.4.5 Turn indicator .......................................................................................................4
I-2.4.6 Balance indicator..................................................................................................5
I-2.4.7 Power control .......................................................................................................5
I-2.4.8 Control technique .................................................................................................5
I-2.5 LIMITED PANEL .............................................................................................................6
I-2.5.1 Straight and level .................................................................................................6
I-2.5.2 Climbing ...............................................................................................................6
I-2.5.3 Descending ..........................................................................................................7
I-2.6 PARTIAL PANEL ............................................................................................................8
I-2.6.1 Turning .................................................................................................................8
I-2.6.2 Timed turns ..........................................................................................................8
I-2.6.3 Compass turns .....................................................................................................8
I-2.6.4 Limited panel turns ...............................................................................................9
I-2.6.5 Steep turns...........................................................................................................9
I-2.6.6 Unusual attitude (UA) recoveries ..........................................................................9
I-2.7 AIRMANSHIP ...............................................................................................................10
I-2.8 CONCLUSION ..............................................................................................................10

Version: 1.0 Page 2 of 10 V3F-G-FSG-I

Date: Nov 19 © 2005 FTA
 INSTRUMENT FLYING
INSTRUMENT FLIGHT FLIGHT STUDY GUIDE
(LIMITED PANEL)

INSTRUMENT FLIGHT (LIMITED PANEL)

I-2.1 Introduction
So far in your instrument flying you have been shown the importance of the AI in
using the selective radial scan technique. Flight in IMC without reference to an
attitude indicator is termed limited panel. Loss of the AI in actual instrument
meteorological conditions is very serious. In the event of an AI failure you must be
able to control your aircraft safely.
Limited panel flying may initially appear to be performance flying. However, proper
control of the aircraft is the result of using a known control input to change the
aircraft attitude a definite amount.
Flight in IMC with only a direct reading compass available for HDG information (the
standby compass in the DA40) is termed partial panel.

I-2.2 Aim
The aim of this chapter is to explain the procedures and techniques used to fly the
DA40 aircraft operated by FTA under limited or partial panel IF conditions.

I-2.3 Consideration
To control the aircraft performance, we require a known power setting and a desired
aircraft attitude. Should we lose the use of the major attitude and/or heading
indicators, this desired attitude will have to be obtained by use of:
• Performance instruments
• Known control movements.
At this stage of your flying you should be aware of the amount of control movements
and pressures required to achieve a desired attitude change. As a guide to the
amount of movement, a 4º pitch change on the AI resulted in a change of 400–600
ft/min rate of change. Therefore beware of over-controlling.

I-2.3.1 Pitch control

Accurate pitch control during the various stages of flight is a result of the correct use
of:
• VSI
• ALT
• ASI

V3F-G-FSG-I Page 3 of 10 Version: 1.0

© 2005 FTA Date: Nov 19
 INSTRUMENT FLYING
INSTRUMENT FLIGHT FLIGHT STUDY GUIDE
(LIMITED PANEL)

I-2.3.2 Bank Control

Accurate bank and HDG control is obtained by the correct use of:
• Turn needle
• Balance
Accurate control in both these planes depends on careful and accurate trimming.

I-2.4 Instruments
Before any of these performance instruments can be used for pitch or bank attitude
control, knowledge of their principles of operation and their errors is required. In
general the instruments can be used for limited panel flying in the following ways:

I-2.4.1 Altimeter
The altimeter gives an indirect indication of pitch attitude in level flight. For level
flight, the altimeter should remain constant, and any deviation shows a need for a
change in pitch attitude. There is a slight lag in the indications of the altimeter when
commencing a climb or descent; however, the altimeter will be the first instrument to
indicate a level flight after level off.

I-2.4.2 VSI
The VSI depends on lag for its operation and accurate measurement of the aircraft’s
vertical speed will take some time to be indicated. However, a change of vertical
speed will be indicated more quickly on the VSI by needle movement than on the
altimeter. Therefore if level flight is required, and the VSI indicates a climb, a
correction to the attitude can be made before the altimeter registers increasing
height.

I-2.4.3 ASI
The ASI gives an indirect indication of pitch attitude for any given power setting
whilst in a climb or descent. Aircraft inertia will maintain IAS for a short time after
any attitude and/or power change.

I-2.4.4 Standby compass

The standby compass provides reliable information only during straight un-
accelerated flight.

I-2.4.5 Turn indicator

The turn indictor measures the rate at which the aircraft is turning about the normal
(yaw) axis, and therefore provides reasonably accurate bank information. As a
secondary function of bank (provided the aircraft is balanced), a rate one turn at 120

Version: 1.0 Page 4 of 10 V3F-G-FSG-I

Date: Nov 19 © 2005 FTA
 INSTRUMENT FLYING
INSTRUMENT FLIGHT FLIGHT STUDY GUIDE
(LIMITED PANEL)

KIAS approximates 20º AOB. The turn indictor is subject to looping (or ‘G’) error,
which is compensated for at specific angles of bank, G-loading and TAS. Therefore
any manoeuvre in which the rate of pitch or G-application is different to that
associated with the particular AOB will cause an erroneous rate of turn indication.
Smooth control inputs at 1g are necessary for accurate rate of turn information.

I-2.4.6 Balance indicator

The balance indicator, or skid ball, suffers minimal errors. However, balanced flight
is essential; otherwise a turn will be induced even if wings are kept level.

I-2.4.7 Power control

The requirements for power control on limited panel are no different from full panel
flying. However, the change in attitude and balance with power changes must be
completely understood so they can be anticipated and not allowed to change the
aircraft’s attitude.

I-2.4.8 Control technique

Smooth, light and positive control should be maintained when flying on limited panel.
The recommended control technique is:
• Select (attitude)
• Hold (maintain attitude, allow instruments to stabilise)
• Trim
• Adjust, and then re-trim
When you adjust the attitude use the whole of the control technique again. The
amount you change will depend on your estimation of the amount of movement and
pressure required.

V3F-G-FSG-I Page 5 of 10 Version: 1.0

© 2005 FTA Date: Nov 19
 INSTRUMENT FLYING
INSTRUMENT FLIGHT FLIGHT STUDY GUIDE
(LIMITED PANEL)

I-2.5 Limited panel

I-2.5.1 Straight and level

Fly the aircraft at a constant height, cross-referring to the VSI for any immediate
trend away from level flight. A constant HDG is obtained by referring to the turn
needle for wings level and the skid ball for balance.
The following guide can be used for correcting errors to level flight:
• Use 200 fpm ROD or ROC (1° pitch change) for height errors of less than
200’.
• For errors 200–500’ use equal proportions of ROD or ROC. For example, use
300 fpm for a height error of 300’.
• For errors greater than 500’ use a normal climb or descent.
The following guide can be used for correcting errors in heading:
• If 5° off, roll to rate ½ and then roll out.
• If 10° off, roll to rate 1 and then roll out.
• If 20°, roll to rate 1 and hold for 3 seconds and then roll out.
• If greater than 30° use a timed turn or a rate 1 turn.

I-2.5.2 Climbing
Simultaneously apply climb power and smoothly pitch the aircraft nose up.
The amount and rate of back stick application should be consistent with the full
panel IF technique. When the VSI indicates 600 fpm ROC, move the control column

Version: 1.0 Page 6 of 10 V3F-G-FSG-I

Date: Nov 19 © 2005 FTA
 INSTRUMENT FLYING
INSTRUMENT FLIGHT FLIGHT STUDY GUIDE
(LIMITED PANEL)

forward to the neutral position to prevent further pitching and hold that attitude. The
aircraft will now be in the climb attitude. Balance and trim to maintain this attitude
and control column position. When the aircraft decelerates to 90 KIAS, make an
attitude adjustment as required to maintain90 KIAS.
Anticipation for the level off is the same as for full panel technique. Change the
attitude slowly and check the attitude as the VSI approaches 0’ per minute.
Recommence the straight and level work cycle. Remember to balance and trim as
the aircraft accelerates, and when you reduce power.

I-2.5.3 Descending
Reduce power to 18’ MAP while simultaneously lowering the attitude. The pitch
change is checked at 500’ per minute Allow the VSI and ASI to settle before making
any further attitude corrections. Remember to balance and trim. When levelling off,
the pitch change is checked at 300’ per minute. Remember to balance and trim as
you increase power.
Scan ? Correction ?

V3F-G-FSG-I Page 7 of 10 Version: 1.0

© 2005 FTA Date: Nov 19
 INSTRUMENT FLYING
INSTRUMENT FLIGHT FLIGHT STUDY GUIDE
(LIMITED PANEL)

I-2.6 Partial panel

I-2.6.1 Turning
Two types of turning are practised during partial panel IF:
• Timed turns. These are flown at rate 1 using the aircraft clock for timing.
• Compass turns. These are flown at rate ½ using the standby compass.

I-2.6.2 Timed turns

At rate 1 the aircraft turns at 3°per second. Therefore, dividing the number of
degrees to turn by 3 gives you the time in seconds required to make that turn. Times
should be calculated to the nearest whole second, e.g. 190° = 63 seconds, 200° =
67 seconds.
The procedures for completing a timed turn are as follows:
• Calculate the number of seconds whilst flying straight and level.
• Roll to rate 1 and note the time as you start your roll.
• Fly an accurate rate 1 balanced turn.
• Roll out on time (at the same rate that you rolled in) to straight and level.
• Pause, and then check the standby compass.
On your first attempt you should roll out within 30° of your nominated HDG.

I-2.6.3 Compass turns

The construction of the standby compass results in the compass card jamming on
the case at moderate to high AOB. Magnetic dip causes the compass card
movement to lead or lag when turning onto northerly or southerly headings.
Allowance for this turning error must be made by over-shooting when turning onto
northerly headings, and under-shooting when turning onto southerly headings. For
example, when turning onto north from west, maintain ½ a rate 1 turn until the
compass indicates 030º and then roll to wings level. The compass should eventually
stabilise on north. For turns onto other headings (except east and west) a
proportional amount of under-shoot or over-shoot should be used as follows:
• 030º or 330º, overturn by 20°
• 060º or 300º, overturn by 10°
• 090º or 270º, make no allowance
• 120º or 240º, under turn by 10°
• 150º or 210º, under turn by 20°

Version: 1.0 Page 8 of 10 V3F-G-FSG-I

Date: Nov 19 © 2005 FTA
 INSTRUMENT FLYING
INSTRUMENT FLIGHT FLIGHT STUDY GUIDE
(LIMITED PANEL)

• 180º under turn by 30°

This can be summarised by the phrase over-shoot north, under-shoot south
(ONUS).

I-2.6.4 Limited panel turns

Limited panel turns, i.e. HSI available but AI not, should be flown at rate 1. To enter
a turn, smoothly apply aileron to roll the aircraft at a slow steady rate. Refer to the
turn needle, and as a rate 1 is approached smoothly centralise the aileron to
maintain the bank attitude. To maintain the turn include the turn needle in the cross-
reference. Use aileron to make small bank attitude changes for corrections to the
rate of turn. To roll out on a nominated HDG allow 10º of anticipation.

I-2.6.5 Steep turns

Steep turns are not flown using limited panel techniques.

I-2.6.6 Unusual attitude (UA) recoveries

Limited panel unusual attitude recoveries are similar to those on full panel. They are
classified as either nose high or nose low. A nose high unusual attitude may end up
as a nose low case, so be flexible in your assessment of the situation. All unusual
attitudes are recovered on limited panel using the same technique. The following
general recovery actions are carried out in strict sequence:
• ALT: Increasing or decreasing
• IAS:
o If speed is below 80KIAS or above 80KIAS but rapidly decreasing, apply
full power.
o If speed is above 120KIAS, or below 120KIAS but rapidly increasing,
close throttle.
o If speed is relatively stable between 80 KIAS and 120 KIAS leave power
set.
• Release ‘G’ by feel.
• Turn needle: Roll until the needle comes off the stop or until the needle
moves, then visually centralise the control column.
• Push (nose high UA): Move the control column centrally forward until the IAS
trend reverses.
When the IAS reverses, centralise the control column, select 1g, hold and trim.
When the IAS is reasonably stable, cross-check the altimeter to confirm the aircraft
is levelling.
OR

V3F-G-FSG-I Page 9 of 10 Version: 1.0

© 2005 FTA Date: Nov 19
 INSTRUMENT FLYING
INSTRUMENT FLIGHT FLIGHT STUDY GUIDE
(LIMITED PANEL)

• Pull (nose low UA): Recover from the dive by applying positive back pressure
to the control column and stop the control column movement to obtain 1g by
feel at the point of IAS reversal. Hold and trim. When the IAS is reasonably
stable, crosscheck the altimeter to confirm the aircraft is levelling.
• Straight and level: Achieve straight and level by small adjustments using
normal limited panel control techniques. Trim the aircraft to assist in
maintaining straight and level.
• Heading bug: Set heading bug to the present HDG. This will help identify
small AOB or balance errors if you hold turn needle vertical and the heading
drifts.

I-2.7 Airmanship
The loss of your attitude reference instrument is a major emergency and should be
treated as such. One of your first considerations should be to attain VMC if possible
and divert to a suitable airfield, which does not require IMC penetration. If this is not
possible then you must select the simplest instrument approach recovery.

I-2.8 Conclusion
You are not expected to fly as accurately on limited panel as you will be on full
panel; however, you should be able to safely control the aircraft in all phases of flight
covered in this chapter.

Version: 1.0 Page 10 of 10 V3F-G-FSG-I

Date: Nov 19 © 2005 FTA