Anyone have any tips for maintaining a balance between outside scan and instrument scan?

[bdoss2006]

I feel like I’m either looking out and scanning, then causing me to lose altitude, or then I feel like I get focused on the instruments and done scan properly. I’m sure it comes with time, but I was just looking for some tips.

 

[TCABM]

What phase of training are you in, primary or instrument?

Second, altitude excursions can be a function of not being in a properly trimmed conditions.

If you’re properly trimmed, momentary excursions to the panel should not result in a significant altitude deviation.

 

[bdoss2006]

What phase of training are you in, primary or instrument?

Second, altitude excursions can be a function of not being in a properly trimmed conditions.

If you’re properly trimmed, momentary excursions to the panel should not result in a significant altitude deviation.

I’m just in initial training. Not instrument. Yeah I feel like trimming is one thing I need to work on. I was just curious if anyone had any other tips. That’s probably the main thing I need to do though.

 

[midlifeflyer]

even before instrument training you should know what straight and level looks like out the window. That and a well trimmed airplane should prevent any major altitude/heading excursions for those few seconds looking for traffic in visual conditions.

It gets easier with practice and experience.

 

[dmspilot]

If you're VFR you shouldn't need to look at the instruments more than a fraction of a second at a time. If you see an altitude deviation for example, look outside and adjust your pitch (and power if necessary), then check it again later.

 

[Racerx]

Trim to hands off straight and level.

 

[RyanB]

I teach a 90% outside, 10% inside scan. You should be looking outside the majority of the time at all phases of flights and while performing maneuvers, with only a very small portion of your focus being inside for instrument scan.

 

[AvNavCom]

Second, altitude excursions can be a function of not being in a properly trimmed conditions.

100% this. A properly trimmed light GA trainer aircraft should not have any significant deviation from straight-and-level unless commanded or it's a gusty day. OP, concur that working on good trim control will probably help a lot. Some people will also accidentally make small yoke inputs when looking around, which underscores the wisdom of a light fingertip touch on the controls (no "death grip"). Ideally, you should be able to fly hands-off and not have the aircraft make any significant excursions. It will all come with time and practice!

 

[455 Bravo Uniform]

Nothing really different than the good advice given above by others.

You know your attitude indicator? Also known as the artificial horizon. Instead of using the artificial one, use the real horizon. It doesn’t have markings, so use an approximation or existing mark on the cowl, windscreen, or pillar. It’ll get you close.

And hands off trimming is very important.

 

[dmspilot]

You know your attitude indicator? Also known as the artificial horizon. Instead of using the artificial one, use the real horizon. It doesn’t have markings, so use an approximation or existing mark on the cowl, windscreen, or pillar. It’ll get you close.

I've been known to draw lines on the windshield with a dry erase marker for people who have trouble with this concept