As you taxi, your heading indicator should show turns. Just bump the power up a little or double check during run-up to be sure everything is working ok. During idle, your vacuum may not have enough suction to spin the gyros fast enough to operate the instruments properly and may even cause a low vacuum light to show up. This means that you lose your heading indicator and your artificial horizon (attitude indicator). Without vacuum, you have no Gyro instruments. Your IFR instrument check also includes your vacuum gauge. Can you imagine flying in the clouds, coming in for a landing and thinking you were 75′ higher than you actually were? There will be some error but this is the cut-off. When setting the altimeter to the proper pressure, it should read within 75′ of field elevation or it cannot be used for IFR. You can do this because it’s not even required for IFR. If it is off, just make a mental note of where it is and make that your zero point. Your vertical speed should read zero on the ground but sometimes it doesn’t. Your compass should be moving freely and filled with liquid too because it will be the only thing available to tell you what heading you are flying if you lose your vacuum. You could roll upside down and not realize it until it’s too late. Without it, you will not be able to tell if you are turning. This is your only back-up instrument for flying straight if you lose your vacuum instruments. As you taxi, you want to be sure that your turn coordinator is moving properly too. When you turn on the master switch, listen closely because on many planes you can hear the electric gyro to the turn coordinator start to make a whining noise as it starts to spin. Turn Coordinator / Rate of Turn check for IFR You need pitot heat to keep the ice off the pitot tube. As you pull up, it climbs more, showing a higher speed, causing you to repeat until you get totally confused and pull it into a stall and lose control.
As your airspeed shows higher (faster), you would pull up slightly to slow the plane down. This means that if you were to climb slightly, your airspeed would show higher. This would cause your airspeed indicator to act like an altimeter. What’s even worse is if the pitot tube and drain both get blocked. How many times have you checked your Pitot heat during a VFR inspection? When flying IFR you should be sure it heats up because if you end up in icing conditions (unintentionally of course), then the pitot tube opening could get covered in ice making the airspeed indicator useless. Pitot Heat check for IFRįor your IFR instrument check you will be checking things a little closer during your preflight. You want to be sure that your instruments are operating correctly because you will no longer be able to see out the window when flying and will be relying on them completely to control the plane. As you know, there are certain checks above and beyond your normal VFR checks that you have to do for IFR flying.
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