Instrument Flight Manual

K. Kershner William

Description

Everything students need to know to obtain an FAA instrument rating-and a valuable aid to instructors.Also a great reference source for the instrument pilot needing a refresher, this book by William K. Kershner presents the basics of instrument flying in a manner easy to grasp in its straightforward and conversational writing style, with illustrations that aid understanding. Covered subjects include airplane performance and basic instrument flying, navigation and communications, clearances, planning IFR flight, and carrying out the instrument flight itself from preflight, takeoff and departure, en route, through to the approach and landing phases. This book also helps prepare students for the knowledge and practical tests, with an opportunity to practice a scenario flight-including clearances. A comprehensive "Instrument Rating Syllabus" is provided for the instrument trainee and the CFII, making this textbook a valuable learning source for both to consult while completing the last steps toward obtaining the instrument rating.

Informations

• Publié par: Aviation Supplies & Academics, Inc.
• Date de parution: 15 septembre 2019
• Nombre de lectures: 0
• EAN13: 9781619548671
• Langue: English
• Poids de l'ouvrage: 8 Mo

Extrait

William K. Kershner began flying in 1945 at the age of fifteen, washing and propping airplanes to earn flying time. By this method he obtained the private, then the commercial and flight instructor certificates, becoming a flight instructor at nineteen. He spent four years as a naval aviator, most of the time as a pilot in a night fighter squadron, both shore and carrier based. He flew nearly three years as a corporation pilot and for four years worked for Piper Aircraft Corporation, demonstrating airplanes to the military, doing experimental flight-testing, and acting as special assistant to William T. Piper, Sr., president of the company. Bill Kershner held a degree in technical journalism from Iowa State University. While at the university he took courses in aerodynamics, performance, and stability and control. He held the airline transport pilot, commercial, and flight and ground instructor certificates and flew airplanes ranging from 40-hp Cubs to jet fighters. He is the author (and illustrator) of The Student Pilot’s Flight Manual, The Instrument Flight Manual, The Advanced Pilot’s Flight Manual, The Flight Instructor’s Manual, and The Basic Aerobatic Manual . Kershner operated an aerobatics school in Sewanee, Tennessee using a Cessna 152 Aerobat. He received the General Aviation Flight Instructor of the Year Award, 1992, at the state, regional and national levels. The Ninety-Nines awarded him the 1994 Award of Merit. In 1998 he was inducted into the Flight Instructor Hall of Fame, in 2002 was installed in the Tennessee Aviation Hall of Fame, and in 2007 was inducted into the International Aerobatic Club Hall of Fame. William K. Kershner died January 8th, 2007.
Editor William C. Kershner received his early flight training from his father, William K. Kershner. He holds Commercial, Flight Instructor and Airline Transport Pilot certificates and has flown 22 types of airplanes, ranging in size from Cessna 150s to Boeing 777s, in his 15,000+ flight hours. He retired from commercial aviation as a 737 check airman and lives near Sewanee, Tennessee, with his wife and younger son.
The Instrument Flight Manual: The Instrument Rating & Beyond
Eighth Edition
William K. Kershner
Illustrated by the Author
© 2006–2019 Kershner Flight Manuals, LLC. Previous editions © 1998–2002 William K. Kershner; 1967–1977, Iowa State University Press. First Edition published 1967, Iowa State University Press. Eighth Edition published 2019 by Aviation Supplies & Academics, Inc.
All rights reserved. No part of this book may be reproduced in any form or by any electronic or mechanical means, including information storage and retrieval systems, without permission in writing from the publisher, except for brief passages quoted in a review.
Aviation Supplies & Academics, Inc. 7005 132nd Place SE Newcastle, WA 98059-3153 [e-mail] | asa2fly.com
Cover photos: Front inset: Shutterstock ©RGtimeline and ©Nadezda Murmakova. Front and back: iStock ©zxeynosure and ©sambrogio
Inside illustrations for Eighth Edition: Chapter 2, courtesy Castleberry Instruments and Avionics and Dynon Avionics. (Past edition photo credits and acknowledgments listed in the Prefaces and Acknowledgments from Previous Editions near the end of this eBook.)
ASA-FM-INST-8-EB
eBook ISBN 978-1-61954-867-1
Softcover ISBN 978-1-61954-866-4
Dedication for the Seventh and Eighth Editions
To Donna

Dedication for the First through Sixth Editions
To the memory of William Thomas Piper, Sr.
I still remember the courtesy Mr. Piper showed a 7-year-old boy with a kid’s idea for a modification to the Aztec. He took the time from his schedule as president of Piper Aircraft to write me a letter.


Preface and Acknowledgments for the Eighth Edition
My thanks to Laura Fisher, Alex Lorden, and Jackie Spanitz of ASA for their help and input on this eighth edition of The Instrument Flight Manual . Thanks also to Donna Webster, designated pilot examiner from Bakersfield, California, who gave me help by explaining the Instrument Rating—Airplane Airman Certification Standards and supplied examples of how she runs an instrument practical test.
The prefaces and acknowledgments for the earlier editions are found at the back of the book.
Even though avionics and weather forecasting advancements are making life much easier and safer for the instrument pilot, the majority of the threats are still there. Just as it’s important to continually scan the instruments, it’s critical to scan ahead, both geographically and temporally for threats.
Aviate, then Navigate, then Communicate.
William C. Kershner Sewanee, Tennessee





1
The Instrument Rating
For a long time now, you’ve sat on the ground and watched other pilots take off into weather that kept you haunting the airport office at Podunk Greater International Airport or other such well-known places. You squeaked in by the skin of your teeth (the airport went well below VFR minimums shortly after you got in and has been that way for days), and the bitter part is that the tops are running only 3,000 or 4,000 feet. It’s CAVU (Ceiling And Visibility Unlimited) above, and the weather at your destination is very fine VFR — and there you sit. That pilot over there on the computer is filing IFR and is going and doesn’t appear to have any more on the ball than you have. After a few occasions of this nature, you’ve decided to get that instrument rating. Or maybe your decision came about because one time you were a “gray-faced, pinheaded holeseeker” (Figure 1-1). Looking back at it, you’ll have to confess that you were pinheaded to get in such a predicament, and while you couldn’t see your face, it sure felt gray from your side of it. If that hole hadn’t showed up when it did, well, that could have put you between a rock and a hard place.

Figure 1-1. The gray-faced pinheaded holeseeker has an exciting but often brief career.
The instrument-rated pilot is still held in some awe by the nonrated people at the airport. The pilots with this rating don’t always try to dispel the awe, but that’s only human. Generally speaking, the two extreme schools of thought by those considering the instrument rating are: (1) It is a license to fly anywhere, anytime, and weather will no longer be an important consideration; or (2) it will be used only as an emergency method of getting down and may never be needed.
If you belong to the first group, give up any idea of getting an instrument rating. You’ll be a menace to the rest of us clear thinkers and very likely have an exciting but extremely brief career. And you might take someone else with you.
If you are in group 2, you could be wasting your time and money by getting an instrument rating for use only in an emergency — you may never use it. However, it is good training and would help the other areas of your flying, even if you never actually use the rating.
Of course, you don’t fall into either of the extremes. You know that there will be times after getting the rating that you’ll still be sitting on the ground because of the weather. But you will be able to get out more often than is the case now.
One thing you’ll notice as you work on the rating is that all your flying will become more precise. You’ll be much more aware of altitude and heading and how power and airspeed combinations affect performance.
The Requirements for the Instrument Rating — Airplane
If you are getting the instrument rating “on your own” and not going through a formal program, you’ll have to think about a means of simulating instrument conditions in the airplane. One method is the hooded visor, which, when worn, cuts the vision to that of straight ahead only. It is the most simple and inexpensive arrangement, being worn like a cap, but it restricts side vision to the extent of requiring a great deal of head turning to adjust power, set radios, and check engine instruments. Such quick head turning tends to invite vertigo, a condition in which you know (well, you think you know) that the airplane is not doing what the instruments indicate.
While we’re on the subject, some think that they can grab a hood and go out and practice instruments solo. Not only would that be a bad situation, it’s in violation of 14 CFR Part 91, which basically says no person may operate a civil aircraft in simulated instrument flight unless (1) an appropriately rated pilot occupies the other control seat as safety pilot, (2) the safety pilot has adequate vision forward and to each side of the aircraft or (3) a competent observer in the aircraft adequately supplements the vision of the safety pilot.
If you are using a single-engine airplane for your instrument instruction and the instructor or safety pilot determines that the flight can be conducted safely (and you have a private certificate with appropriate category and class ratings), a single throwover control wheel may be used. In earlier times, dual control wheels were required for all types of instruction.
Try to work it so that once you start on the rating you can go on with it. Don’t stretch the program over too long a period. Stretching it out may make it necessary to use a part of each flight as a review. It’s also best to be flying as you study for the knowledge test — one area helps the other. But get the knowledge test out of the way before you have those last few hours of brush-up time prior to the flight test.
During the training period, when you’re out flying cross-country VFR, fly airways as much as feasible. Borrow or download a low-altitude IFR en route chart and fly as if you were on an IFR flight plan. Of course, if you are flying VFR, you actually will be flying some altitude plus 500 and will be looking out for other airplanes all the time. Also, you’ll do no hooded work unless you have an “appropriately