仪表等级飞行员理论培训stage1-105 BAI
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飞行员国外培训飞行的培训一共分为三个大的阶段,私照(PPL)、仪表等级(IR)、多发商照(MECPL
一般情况下，从出国到达航校开始,你的培训就开始了，从达到航校到离开航校之前，英语都是大家学习的重点，这个也是国内航空公司送大家出国培训的一个原因，英语的培训可以分为两个方面，第一是日常英语,这个是大家在国外立足生活的根本。
另外一方面的是陆空通话，陆空通话是大家飞行的一个重点，基本的飞行大家都没有问题,但是问题往往就是陆空通话是大家的难点。
飞行的培训一共分为三个大的阶段，私照（PPL)、仪表等级（IR)、多发商照（MECPL），其中每个阶段都是40课。
每个阶段一般都分为不同的小的阶段分别对学习的内容进行考核,每小个阶段的考核基本都分为两部分——口试部分和飞行部分，口试部分先进行,如果口试部分不通过，则不进行飞行部分的考试,如果考核不通过则重新和教员进行复习飞行，直到考核通过则进行下一个阶段的学习。
私照(PPL)共分为3个阶段,其中第一阶段为第19课，口试的内容包含：Takeoff and landing Data / Weight and Balance / Weather（起飞着陆的数据的计算/装载和配平的计算/基本的天气信息的获得和分析）、FAR Part 61 and 91（联邦航空飞行条例61部和91部相关内容）、Airspace pertaining to the local airports and practice areas （与飞行训练区和训练机场有关的空域分析）、Performance and Limitations of the PA 28—181（训练用飞机PA28—181的基本性能参数和限制）；飞行的学习和考核的内容包含：Normal Crosswind Takeoffs(正常和侧风起飞）、Traffic Pattern Operations（起落航线的操作)、Normal and Crosswind Landings（正常和侧风情况下的降落）、Steep Turn（大坡度转弯)、Slow Flight（慢速飞行）、Stalls（失速:带动力和不带动力失速）、Emergency Landings（紧急着陆）、ATC Communications(陆空通话）、Rejected Landing(中断着陆、复飞）。
仪表等级飞行员理论培训stage2-117-118 SEGMENT 1 REVIEW
Where can you find information on whether a VOT is available at your airport?
• Airport Facility Directory • A/G voice communication panel of the IFR enroute low altitude chart
The altimeter should read within ______ feet for instrument flight.
The altimeter should read within _____ feet for instrument flight
75 Feet
List three types of information displayed by the turn coordinator
Max allowable VOT limits on a VOR check?
Max allowable VOT limits on a VOR check?
• Plus or minus 4 degrees
Dual VOR check limits?
Dual VOR check limits?
List three types of information displayed by the turn coordinator
• •
Rate of Roll Rate of Turn Quality of Turn
What is the max precession for a heading indicator in 15 minutes?
NOTE:
• This is only a partial review of some of the basic information to remember for the instrument rating. It is recommended that you review the other powerpoints, notes, reading, and FAA test questions from the material listed for Segment 1 on your syllabus.
仪表等级飞行员理论培训stage1-104 PITOT-STATIC资料
International Standard Atmosphere
• ISA
– Standard Sea level Pressure 29.92 Hg. • 1013.2 Mb. – Standard temperature • Sea Level 15 C (59 F) • Standard Lapse rate 2 C per 1000 feet
Airspeed Indicator Measures pressure differential
•
Types of Airspeed:acronym “ICET ” Indicated airspeed
– Indication on airspeed indicator – Use same indicated airspeed for take-off & landing regardless of altitude or temperature
– Indicated – Pressure – Density – True – Absolute
Altitude types are different because of reference point. • Indicated altitude
– what you read when barometric pressure is set to current altimeter setting – IFR below 18,000’ MSL
– Airspeed (AI) – Altimeter (ALT) – Vertical Speed (VSI)
– AIRSPEED INDICATOR
Airspeed Indicator
仪表等级飞行员理论培训stage5210APPROACHPROCEDURES
APPROACH
Approach Procedures
Safely Finding The Airport
Precision Approaches
Precision Approaches provide vertical guidance in addition to lateral guidance, most often through the use of an electronic glideslope. Precision Approaches include:
Final Segment of a VOR Approach (non-precision with FAP)
Missed Approach Segment
Navigate from MAP to missed approach holding point. Depicted on every approach
• NDB
• RNAV (GPS)
• ASR – Airport Surveillance Radar
• Localizer (front & back courses)
• LDA / SDF / RNAV
The United States Standard for Terminal Instrument Procedures (TERPS) is the approved criteria for formulating instrument approach procedures.
–Intermediate fix (IF) –Begins at point where you are
proceeding inbound to the final approach fix, properly aligned. –Not all approaches have an intermediate fix
Approach Procedures
Safely Finding The Airport
Precision Approaches
Precision Approaches provide vertical guidance in addition to lateral guidance, most often through the use of an electronic glideslope. Precision Approaches include:
Final Segment of a VOR Approach (non-precision with FAP)
Missed Approach Segment
Navigate from MAP to missed approach holding point. Depicted on every approach
• NDB
• RNAV (GPS)
• ASR – Airport Surveillance Radar
• Localizer (front & back courses)
• LDA / SDF / RNAV
The United States Standard for Terminal Instrument Procedures (TERPS) is the approved criteria for formulating instrument approach procedures.
–Intermediate fix (IF) –Begins at point where you are
proceeding inbound to the final approach fix, properly aligned. –Not all approaches have an intermediate fix
仪表等级飞行员理论培训
理论培训的考核标准
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P仪A表R等T级5飞行员理论培训的实
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仪表等级飞行员在飞行中的实践应用
仪表等级飞行员的基本要求：具备相应的理论知识和技能，能够熟练操作飞行仪表和设备。
法与要求
理论培训的方法
制定培训计划：根据学员的实际 情况和需求，制定合理的培训计 划
教学方法：采用多种教学方法， 如讲解、演示、模拟训练等
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教学内容：包括仪表等级飞行员 的理论知识、操作技能、安全知 识等
教学评估：对学员的学习情况进 行评估，及时调整教学计划和教 学方法
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仪表等级飞行 员培训的重要 性
仪表等级飞行 员理论培训的 内容
仪表等级飞行 员理论培训的 方法与要求
仪表等级飞行 员理论培训的 实践应用
先进技术的应用：随着科技的不断进步，无人机、人工智能等先进技术的应用将为仪表等级飞行 员培训提供更多的实践机会和培训手段。
国际化趋势：随着全球化的加速，跨国航空公司的不断扩张将为仪表等级飞行员提供更多的就业 机会和国际化发展机遇。
飞行员国外培训飞行的培训一共分为三个大的阶段-私照(PPL)、仪表等级(IR)、多发商照(MECPL)-
一般情况下，从出国到达航校开始，你的培训就开始了，从达到航校到离开航校之前，英语都是大家学习的重点，这个也是国内航空公司送大家出国培训的一个原因，英语的培训可以分为两个方面，第一是日常英语，这个是大家在国外立足生活的根本。
另外一方面的是陆空通话，陆空通话是大家飞行的一个重点，基本的飞行大家都没有问题，但是问题往往就是陆空通话是大家的难点。
飞行的培训一共分为三个大的阶段，私照（PPL）、仪表等级（IR）、多发商照（MECPL），其中每个阶段都是40课。
每个阶段一般都分为不同的小的阶段分别对学习的内容进行考核，每小个阶段的考核基本都分为两部分——口试部分和飞行部分，口试部分先进行，如果口试部分不通过，则不进行飞行部分的考试，如果考核不通过则重新和教员进行复习飞行，直到考核通过则进行下一个阶段的学习。
私照（PPL）共分为3个阶段，其中第一阶段为第19课，口试的内容包含：Takeoff and landing Data / Weight and Balance / Weather（起飞着陆的数据的计算/装载和配平的计算/基本的天气信息的获得和分析）、FAR Part 61 and 91（联邦航空飞行条例61部和91部相关内容）、Airspace pertaining to the local airports and practice areas（与飞行训练区和训练机场有关的空域分析）、Performance and Limitations of the PA 28- 181（训练用飞机PA28-181的基本性能参数和限制）；飞行的学习和考核的内容包含：Normal Crosswind Takeoffs（正常和侧风起飞）、Traffic Pattern Operations（起落航线的操作）、Normal and Crosswind Landings（正常和侧风情况下的降落）、Steep Turn（大坡度转弯）、Slow Flight（慢速飞行）、Stalls（失速：带动力和不带动力失速）、Emergency Landings（紧急着陆）、ATC Communications（陆空通话）、Rejected Landing（中断着陆、复飞）。
仪表等级飞行员理论培训stage1 109RNAV GPS1A
Introduction to GPS
? Satellite navigation systems are unaffected by weather and provide global navigation coverage.
? Navigational values, such as distance and bearing to a waypoint are computed from the aircraft's current position and the position of the next waypoint.
What might a Flight Management System do for a pilot?
?Position ?Airspeed ?Groundspeed ?Altitude hold ?ETE / ETA ?Heading ?Course
? Ground Track ? Fuel Burn
GPS Architecture
The GPS system consists of three distinct functional elements:
?Space Element
?Control Element
?User Element
GPS Architecture
Space Element
? A minimum of four satellite signals are required to solve for an unaided, unique, position and time solution.
How Does GPS Work? Basic Function of GPS
仪表等级飞行员理论培训stage5210APPROACHPROCEDURE
• Difference between straight-in approach and straight-in landing …
仪表等级飞行员理论培训 stage5210APPROACHPROCEDUR
E
Straight-in LANDING
• Final Approach Course within 30° of the runway.
E
The Glide Slope
仪表等级飞行员理论培训 stage5210APPROACHPROCEDUR
E
Note final segment of this NDB Approach (non-precision with FAF)
仪表等级飞行员理论培训 stage5210APPROACHPROCEDUR
仪表等级飞行员理论培训 stage5210APPROACHPROCEDUR
E
“Cleared for straight-in approach”
• This means you are cleared to execute the approach WITHOUT THE COURSE REVERSAL PROCEDURE TURN
• Depicted on every approach
– For radar approaches, given verbally. – ATC may give you instructions other than the
published missed procedure (be prepared to copy!).
• Sometimes not possible because:
– VOR not closely aligned with any usable runways.
仪表等级飞行员理论培训 stage5210APPROACHPROCEDUR
E
Straight-in LANDING
• Final Approach Course within 30° of the runway.
E
The Glide Slope
仪表等级飞行员理论培训 stage5210APPROACHPROCEDUR
E
Note final segment of this NDB Approach (non-precision with FAF)
仪表等级飞行员理论培训 stage5210APPROACHPROCEDUR
仪表等级飞行员理论培训 stage5210APPROACHPROCEDUR
E
“Cleared for straight-in approach”
• This means you are cleared to execute the approach WITHOUT THE COURSE REVERSAL PROCEDURE TURN
• Depicted on every approach
– For radar approaches, given verbally. – ATC may give you instructions other than the
published missed procedure (be prepared to copy!).
• Sometimes not possible because:
– VOR not closely aligned with any usable runways.
仪表等级飞行员理论培训stage2-116REGSPART91,NTSB
equipment requirements – For IFR operation, aircraft must be
equipped with an operable VOR or TACAN receiver
will not cause interference with navigation or communication systems of the aircraft
14 CFR 91.103
• Preflight Action: NW KRAFT • (a) For a flight under IFR, pilot should know:
14 CFR 91.21
• Portable Electronic Devices
– Not allowed to be operated while an aircraft is under IFR
• Not included in the list is:
– Portable voice recorders – Hearing aids – Heart pacemakers – Electric shavers – Any other device the operator has determined
• N- Notams (all available info concerning flight) • W- weather reports and forecasts • K - known traffic delays • R –runway lengths • A- alternatives available • F -fuel requirements • T –Take Off/Landing Distance info, Section (b)
equipped with an operable VOR or TACAN receiver
will not cause interference with navigation or communication systems of the aircraft
14 CFR 91.103
• Preflight Action: NW KRAFT • (a) For a flight under IFR, pilot should know:
14 CFR 91.21
• Portable Electronic Devices
– Not allowed to be operated while an aircraft is under IFR
• Not included in the list is:
– Portable voice recorders – Hearing aids – Heart pacemakers – Electric shavers – Any other device the operator has determined
• N- Notams (all available info concerning flight) • W- weather reports and forecasts • K - known traffic delays • R –runway lengths • A- alternatives available • F -fuel requirements • T –Take Off/Landing Distance info, Section (b)
仪表等级飞行员理论培训stage2-110-AIRPORTS
• Blast Pad / Stopway Areas
– Yellow chevrons – May not be used for taxi, takeoff, or landing – At military bases, this is called an “Overrun”
Airport Signs
– Includes all on Visual plus: –Threshold Markings –Aiming Point Markings (1000 ft)
Precision Runway Markings
• Precision Instrument Runways
– Includes all on Visual & Non-precision plus:
– Xs or simply blocked off
• Displaced Threshold
– Begin/end normal operations for takeoff and landing rollout, not for landing.
– White arrows leading to displaced threshold
• Hold lines
– keep aircraft clear of runways
– Solid line on taxiway side: Do not cross without clearance!
– Dashed line on runway side: “dash across dashed
– Touchdown Zone Markings
• 500 ft intervals for first 3000 ft or half, whichever is less
– Yellow chevrons – May not be used for taxi, takeoff, or landing – At military bases, this is called an “Overrun”
Airport Signs
– Includes all on Visual plus: –Threshold Markings –Aiming Point Markings (1000 ft)
Precision Runway Markings
• Precision Instrument Runways
– Includes all on Visual & Non-precision plus:
– Xs or simply blocked off
• Displaced Threshold
– Begin/end normal operations for takeoff and landing rollout, not for landing.
– White arrows leading to displaced threshold
• Hold lines
– keep aircraft clear of runways
– Solid line on taxiway side: Do not cross without clearance!
– Dashed line on runway side: “dash across dashed
– Touchdown Zone Markings
• 500 ft intervals for first 3000 ft or half, whichever is less
仪表等级飞行员理论培训stage1-103 GYROS-COMPASS
A ltimeter (adjustable) B all (slip & skid indicator) C lock A ttitude Indicator R ate of turn indicator D irectional gyro DME at & above FL 240
• Airworthiness Directives (recurring/one-time) • VOR (preceding 30 days) • Inspections (Annual/100 hour if for hire) • Altimeter (preceding 24 calendar months • Transponder (preceding 24 calendar months) • ELT (preceding 12 calendar months) • Static system (preceding 24 calendar mo.)
Heading Indicator
How An HI Works
• Vacuum powered • Gyro spins on vertical plane • Senses rotation about the vertical axis • Free vs. Slaved gyros
– free, must align with magnetic compass – slaved, automatic north-seeking
Turns and G forces
• The pendulous vanes operate asymmetrically under:
– Load – Centrifugal force
仪表等级飞行员 理论培训
• Mandatory Instruction Signs • Location Signs • Direction Signs • Destination Signs • Information Signs • Runway Distance Remaining Signs
Airport Signs • Most airfield signs are standardized.
LAHSO
• Land and Hold Short Operations
– In effect at some controlled airports
• Could be at:
– Intersecting runway – Intersecting taxiway – Designated point on the runway
– Xs or simply blocked off
• Displaced Threshold
– Begin/end normal operations for takeoff and landing rollout, not fordisplaced threshold
• Determination of available landing distance (ALD)
Lighting Systems
• Approach Light System • Visual Glide Slope Indicators • Tri Color VSI • Runway Lighting • Airport Beacon and Obstruction Lights
intending to land.
Causes of Runway Incursion
Airport Signs • Most airfield signs are standardized.
LAHSO
• Land and Hold Short Operations
– In effect at some controlled airports
• Could be at:
– Intersecting runway – Intersecting taxiway – Designated point on the runway
– Xs or simply blocked off
• Displaced Threshold
– Begin/end normal operations for takeoff and landing rollout, not fordisplaced threshold
• Determination of available landing distance (ALD)
Lighting Systems
• Approach Light System • Visual Glide Slope Indicators • Tri Color VSI • Runway Lighting • Airport Beacon and Obstruction Lights
intending to land.
Causes of Runway Incursion
仪表等级飞行员理论培训stage2-110-AIRPORTS
• Hold lines
– keep aircraft clear of runways
– Solid line on taxiway side: Do not cross withon runway side: “dash across dashed
LAHSO
• Land and Hold Short Operations
– In effect at some controlled airports
• Could be at:
– Intersecting runway – Intersecting taxiway – Designated point on the runway
• Determination of available landing distance (ALD)
Lighting Systems
• Approach Light System • Visual Glide Slope Indicators • Tri Color VSI • Runway Lighting • Airport Beacon and Obstruction Lights
– Xs or simply blocked off
• Displaced Threshold
– Begin/end normal operations for takeoff and landing rollout, not for landing.
– White arrows leading to displaced threshold
intending to land.
Causes of Runway Incursion
• Errors associated with:
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Then TRIM!
This is known as “P.A.T”
•Power
•Attitude
•Trim
There are some exceptions to “P.A.T.” such as leveling off from a climb:
“APT to climb”
•Attitude
• Attitude (pitch/bank) and power relationship required to achieve desired aircraft performance.
• Fundamentals of flight.
• Principle of operation / errors and limitations of the instruments.
PRINCIPLES OF INSTRUMENT FLIGHT
Attitude Instrument Flying
BASIC ATTITUDE INSTRUMENT FLYING
.
Proper interpretation of the instruments requires an understanding of the following:
•Powt Flight
• If it is necessary to change the attitude, airspeed, or aircraft configuration, simply use power with coordinated primary control surface action.
•Precision requires a light touch
• Trim, trim, TRIM!
2 Attitude Instrument Flying Concepts
• 1) Control and Performance
ATTITUDE + POWER = PERFORMANCE
• Control: Attitude Indicator &
• Note: All attitude, power and trim changes involve the attitude indicator.
The Attitude Indicator •Is the only direct indicating instrument.
•Primary for all full panel maneuvers.
Tachometer (or MP)
• Performance: everything else
• 2) Primary/Support
• PITCH • BANK
INSTRUMENTS
• POWER
Primary / Supporting
•Primary instruments provide the most pertinent & essential information
•Aircraft Control
Instrument Cross-Check •Reduces workload of instrument flying when done effectively
•The focal return point is always the Attitude Indicator
Basic Attitude Instrument Flight
Good instrument flight is attained by smooth attitude control!”
Attitude Control is achieved by:
1. Setting a desired power and attitude combination.
• instant and direct aircraft attitude info • all else is a verification of pitch, bank, and power
Scanning Errors
Common cross-check errors:
“FOE” •Fixation (staring at one instrument)
•Omission (you leave some important instruments out of your
sight)
•Emphasis (placing inappropriate emphasis on one instrument)
Instrument Interpretation and Aircraft Control
•Has acceleration/deceleration and banking errors.
The 3 Fundamental Skills of Basic Attitude Instrument Flying
“CIA” •Cross-check
•Instrument Interpretation
2. Evaluating the resulting performance
3. Making calculated attitude and power corrections
4. TRIM!!!!!!
Attitude Control
Although power and attitude changes are almost simultaneous, in most cases we should lead with power and set a new pitch attitude as we continue to adjust power.
•Know how to acquire the whole picture with a scan pattern. •Aircraft control is the result of crosschecking and interpretation
• Where do you want the airplane?
This is known as “P.A.T”
•Power
•Attitude
•Trim
There are some exceptions to “P.A.T.” such as leveling off from a climb:
“APT to climb”
•Attitude
• Attitude (pitch/bank) and power relationship required to achieve desired aircraft performance.
• Fundamentals of flight.
• Principle of operation / errors and limitations of the instruments.
PRINCIPLES OF INSTRUMENT FLIGHT
Attitude Instrument Flying
BASIC ATTITUDE INSTRUMENT FLYING
.
Proper interpretation of the instruments requires an understanding of the following:
•Powt Flight
• If it is necessary to change the attitude, airspeed, or aircraft configuration, simply use power with coordinated primary control surface action.
•Precision requires a light touch
• Trim, trim, TRIM!
2 Attitude Instrument Flying Concepts
• 1) Control and Performance
ATTITUDE + POWER = PERFORMANCE
• Control: Attitude Indicator &
• Note: All attitude, power and trim changes involve the attitude indicator.
The Attitude Indicator •Is the only direct indicating instrument.
•Primary for all full panel maneuvers.
Tachometer (or MP)
• Performance: everything else
• 2) Primary/Support
• PITCH • BANK
INSTRUMENTS
• POWER
Primary / Supporting
•Primary instruments provide the most pertinent & essential information
•Aircraft Control
Instrument Cross-Check •Reduces workload of instrument flying when done effectively
•The focal return point is always the Attitude Indicator
Basic Attitude Instrument Flight
Good instrument flight is attained by smooth attitude control!”
Attitude Control is achieved by:
1. Setting a desired power and attitude combination.
• instant and direct aircraft attitude info • all else is a verification of pitch, bank, and power
Scanning Errors
Common cross-check errors:
“FOE” •Fixation (staring at one instrument)
•Omission (you leave some important instruments out of your
sight)
•Emphasis (placing inappropriate emphasis on one instrument)
Instrument Interpretation and Aircraft Control
•Has acceleration/deceleration and banking errors.
The 3 Fundamental Skills of Basic Attitude Instrument Flying
“CIA” •Cross-check
•Instrument Interpretation
2. Evaluating the resulting performance
3. Making calculated attitude and power corrections
4. TRIM!!!!!!
Attitude Control
Although power and attitude changes are almost simultaneous, in most cases we should lead with power and set a new pitch attitude as we continue to adjust power.
•Know how to acquire the whole picture with a scan pattern. •Aircraft control is the result of crosschecking and interpretation
• Where do you want the airplane?