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.
Last Modified December 2, ©2025 TAGE.COM
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