BI's

=General Basic Instrument Gouge=

For all Simulator BI's you will be loading the following into the KNS-81 (NAV 1) Receiver.
 * Preset 0 - 70X (North Whiting TACAN)
 * Preset 1 - 106X (Crestview VORTAC)
 * Preset 2 - 63X (Santa Rosa TACAN)
 * Preset 3 - 110.55 (South Whiting RWY 32 Localizer)

Load the following into the KR-87 (ADF) Reciever.
 * 326 - Pickens NDB (located south of KPNS)

As good backup practice and general good headwork, get in the habit of entering direct to "CEW" (the VORTAC) NOT "KCEW" (the airfield!!) in the KLN-900 (GPS). Most instructors in the sims will yell at you if you don't do this, anyhow.

When you chair fly get in the habit of giving a maneuver complete report after every maneuver i.e. "Maneuver complete, gauges green, caution lights checked, 65 gallons, time is 1430."

Looking for a good BI kneeboard card? |Try using / modifying this to suit your needs.

Just another recommendation: Take the IFR (I0301) and Met Review (I0303) classes as soon as possible (HT-28 studs: you will be scheduled for this by skeds whether you want it or not). The prereq for those classes is C4701. This will allow you to make use of the free time you'll have during BIs to get started on the jet log problems you'll have to complete prior to RI flights.

=Basic Instruments Simulator MPTS=


 * [[media:BI MPTS 001.jpg|Basic Instruments MPTS Sheet]]

=Simulator Events=
 * I3001
 * I3002
 * I3003
 * I3004
 * I3005

Simulator Control Gouge
Flying the simulators correctly is nothing more than trying to game the program driving the sim. Almost every sim instructor will teach flying the sims with your pointer finger, index finger, and thumb on the cyclic (nothing more, get away from the habit of "gripping" the controls). The collective rarely needs to be adjusted once your gouge power setting (seen below) is dialed in the torque gauge. The secret to proficient sim flying is to let the MINISTAB and Force Trim (FT) fly the aircraft, all you have to do is have light pressures (if any) on the controls, a few instructors teach an almost "hands-off" (shadowing the controls) once you have inputs dialed in. Try and use the FT button sparingly, and get used to just using the ICO function of the MINISTAB to trim. Remember: set a control input, hold momentarily, and then release. The ICO will trim in the attitude for you!! The only time you should need to depress the FT is on initial start of the sim, and maybe your turn pattern, but that can even be done in the sim using the ICO with nice results.

All your constant pressure and over controlling will do is begin pilot induced oscillations. On a majority of the BI maneuvers, heading is a constant. Try and maintain all minor heading deviations with pedals only! Introducing cyclic control will more than likely also cause unwanted climb/descent characteristics.

Simulator Power Settings
For STRAIGHT and LEVEL flight:

Generally speaking AT straight and level flight, a 8%-10% increase/decrease in any torque setting will correspond to a 10 KT change in airspeed.
 * 70 KIAS : 49% torque with 1/4 pipper above horizon
 * 80 KIAS : 55% torque with pipper on horizon
 * 90 KIAS : 65% torque with 1/2 pipper below horizon
 * 100 KIAS : 72% torque with 3/4 pipper below horizon

For CLIMBING and DESCENDING flight:

Generally speaking FROM straight and level flight, a 15% increase/decrease in torque will correspond to a 500 FPM climb/descent.
 * 80 KIAS Climb  : 72% torque with pipper on horizon
 * 80 KIAS Descent : 39% torque with pipper on horizon

BI Simulator Maneuver Gouge

 * Level Speed Change (LSC) : First and foremost remember this is not timed, TAKE YOUR TIME and always MAINTAIN heading with PEDALS. Remember lowering collective will need a right pedal input, and increasing will require left! Anticipate this and your heading will be way easier to control. When lowering collective to get down to 70 KIAS decrease collective SLIGHTLY and SLOWLY and wait for the IVSI needle to fall below 0, then while maintaining heading coordinate a small amount of back stick pressure (nose up) to get the IVSI back to 0 and start decelerating the aircraft. Do this 3-4 times on the deceleration to 70 KIAS. Stabilize here, then coordinate a SLIGHT increase in collective with slight left pedal to maintain heading. Wait for the IVSI needle to rise above 0, and coordinate a small amount of forward stick pressure (nose down) to get the IVSI back to 0 and start accelerating the aircraft. Once at 100 KIAS, do what you did for the first deceleration and get back to 80 KIAS.


 * Standard Rate Turns (SRT) : Nothing too special here, remember that doing 80 KIAS, a SRT will require approximately 12-14 degrees AOB. Strive to keep 80 KIAS throughout, don't let your scan get pulled into the clock, TN/B, and AOB; keep the airspeed indicator well within your scan. If you are not doing 80 KIAS; your maneuver wont work for the parameters you set in the beginning when you were doing 80 KIAS. ALWAYS lead turn with pedal in the same direction. Once your AOB is set, use pedal with ball to keep the needle on a SRT. Remember SRTs are 3 degrees per second for a total of 360 degrees in 2 minutes. This works out to be 45 degrees per 15 seconds when timed.


 * Turn Pattern : Just like primary! Keep your scan alive on airspeed and altitude. Use you IVSI CONSISTENTLY to maintain nose attitude, then look at your airspeed to see what can be done with power to keep you at 80 KIAS. Watch the ballooning in the 20 and 30 degree reversals because of your added power to keep altitude and airspeed.


 * Vertical S-1 : A relatively benign maneuver, three seconds prior to time coordinate an addition (72% torque for climb) or reduction (39% torque for descent) of collective while simultaneously using pedals to maintain heading. You may need to adjust nose attitude to keep the pipper on the horizon for your 80 KIAS, but other than that, once set DON'T touch cyclic unless your airspeed is off. Remember: nose ATTITUDE for AIRSPEED and POWER for RATE of climb or descent!! You should hit 125' of altitude change every 15 seconds.


 * Oscar Pattern : Often the kryptonite of all SNAs, the thing to remember is no one will ever fly a perfect one, even the sim instructors who demo it to you! Everyone that flys this has to make corrections, just sit back and watch when it is demoed and you'll see. Its designed to test your ability to see and make appropriate corrections in more than one axis of flight. If you ever get confused during this maneuver on to where you should be, get the aircraft back to the 12-14 degree AOB SRT and standard 500 FPM climb/descent and then sort things out. Dont try leaving a correction in while trying to determine where you should be, you'll just end up in more trouble. Enter this maneuver with a turn to 12-14 degrees AOB first, followed immediately by a collective change (72% or 39% depending on up or down). Get on your standard parameters and keep them constant. When first starting to fly this maneuver only check your progress and make your corrections at the :30 second mark. As you get better you can make other checks at the :15 second and :45 second marks to smooth your overall corrections out. Only use 2-4 degrees AOB to correct turn discrepancies and only adjust climb/decent by 100 FPM at a time to correct vertical errors. Take your time!! It helps to sit in front of a clock with a sweeping second hand at your house a few times before you fly this and just spout out your altitude/heading combinations your looking for as the second hand goes around the clock. Its one less thing you have to try to learn when your already task saturated trying to control the aircraft in three dimensions using only instruments. You usually start this maneuver on a N/S heading and a random thousand-foot altitude. If you look closely at the altimeter in the sim and plane there are 4 screws around the face of the instrument at the 125' positions, use them when doing the :15 second checks!!

=TH-57C Events= Before your first BI flight you will have two Transfams C4601 and C4602 and more than likely your first Night Contact flight C4801. Don't hesitate to ask for more practice on maneuvers you have trouble with. After 6 BI flights you'll have your BI check ride, then it's on to RI's, another pair of Transfams C4701 and C4702, and then you will have your Charlie check ride.


 * I4001
 * I4002
 * I4003


 * I4101
 * I4102
 * I4103


 * I4290