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Private pilot · ACS PA.VIII.A · Instructor lesson plan

Straight-and-Level Flight (Instruments)

Student pack: Train: Straight-and-Level Flight (Instruments) · Full lesson: Prepare guide

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1 · Objective

By the end of this lesson your student can explain straight-and-level flight (instruments) in their own words, apply it in a realistic situation, and fly it to the ACS standard for PA.VIII.A.

Why it matters for safety: If you fly into a cloud by mistake, the first job is to keep the wings level and the airplane under control. Disorientation can set in within seconds. A pilot who can hold straight and level on instruments has time to make a plan and get out; one who can’t often loses control.

2 · Assign before the lesson

Pre-work: the free Train pack, Straight-and-Level Flight (Instruments). Hold altitude, heading and airspeed using only the instruments: attitude first, then cross-check.

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Pack: pilotprep.pro/train/ppl/straight-and-level-flight-by-instruments · Full lesson: pilotprep.pro/prepare/ppl/straight-and-level-flight-by-instruments

3 · Teach sequence

Key points to land

  • Set the level-flight attitude on the attitude indicator and cruise power, trim, then cross-check altimeter, heading indicator and airspeed.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Scan with the attitude indicator at the center; avoid fixation, omission and emphasis.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Correct altitude errors with small pitch changes (about a degree or two), heading errors with shallow banks.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Trim off all control pressure so the airplane holds attitude while you scan.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • The VSI shows trends but lags several seconds: use it to see a change starting, not as an exact value right away.(Instrument Flying Handbook (FAA-H-8083-15B), Flight Instruments)
  • Your body’s sensations are unreliable without outside references: trust the instruments.(PHAK (FAA-H-8083-25C), Aeromedical Factors)
  • Checkride standard: altitude ±200 feet, heading ±20°, airspeed ±10 knots.(Private Pilot ACS (FAA-S-ACS-6C), PA.VIII.A.S2)

The instruments and the scan

  • Attitude instrument flying uses control instruments (the attitude indicator and the power instruments) to set pitch, bank and power, and performance instruments (altimeter, airspeed, VSI, heading indicator, turn coordinator) to check the result.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Scan with the attitude indicator at the center: glance out to each performance instrument and back to the attitude indicator, adjusting as needed.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Three scan errors: fixation (staring at one instrument), omission (leaving one out) and emphasis (relying on one instead of cross-checking).(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Primary and supporting instruments: for each of pitch, bank and power, one instrument is primary (the one that shows the target you're holding) and others support it. In level flight, the altimeter is primary for pitch, the heading indicator for bank, and the airspeed indicator for power; each lesson below gives its own set. Use it alongside the control-and-performance method.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Know each instrument's limits. Heading indicator: it precesses, so realign it with the compass about every 15 minutes, only in straight, level, unaccelerated flight. Attitude indicator: a vacuum or electric gyro (check the suction gauge or power source) with pitch and bank limits, beyond which it can tumble. VSI: lags 6 to 9 seconds and shows a trend; confirm it on the altimeter and attitude indicator. Altimeter: only as good as its setting. Compass: turning (undershoot north, overshoot south) and acceleration errors.(Instrument Flying Handbook (FAA-H-8083-15B), Flight Instruments)
  • A failing instrument shows up as disagreement: if the attitude indicator disagrees with the turn coordinator, altimeter and VSI, suspect it. Pitot-static blockages: a blocked static port freezes the altimeter and zeros the VSI (airspeed is right only at the altitude where it blocked); a blocked pitot (with the drain blocked) makes the airspeed act like an altimeter. Use the alternate static source if fitted.(Instrument Flying Handbook (FAA-H-8083-15B), Flight Instruments; PHAK (FAA-H-8083-25C), Flight Instruments)

Controlling the airplane by instruments

  • Learn your airplane's numbers: the attitude picture and power setting (RPM or manifold pressure) for level cruise, climb and descent. Attitude plus power gives predictable performance: set that combination first, trim, then cross-check and adjust only slightly.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Make small, smooth pitch and bank changes on the attitude indicator, then let the airplane settle and check the performance instruments before the next change. Size them: for an altitude error of 100 feet or less, about a half bar-width of pitch; more than 100 feet, a full bar-width until within 100, aiming for a VSI rate about double the error (150 feet high: about 300 fpm down). For heading, a bank about equal to the degrees of error, never more than standard rate.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Trim off control pressure for every sustained attitude or power change: a trimmed airplane holds attitude while you scan and do other tasks. For a brief turn, hold the extra pressure by hand instead; if you do trim for it, take the trim out on rollout.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Keep the ball centered with rudder: uncoordinated flight makes heading and attitude harder to hold.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)

Why a VFR pilot trains this

  • The goal is to escape instrument conditions you entered by accident, not to fly in them. VFR into IMC kills through spatial disorientation and loss of control, often within a few minutes.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures (inadvertent flight into IMC))
  • Your inner ear can’t sense slow turns or tell a turn from a climb: the leans, the graveyard spiral and false climb sensations. Trust the instruments, not the feeling.(PHAK (FAA-H-8083-25C), Aeromedical Factors)
  • Fatigue and stress make it worse. The escape, in order: aviate first (wings level on the attitude indicator, your known attitude and power, trimmed, ball centered, and don't turn while you're still stabilizing); hold altitude, or climb to a safe altitude if terrain clearance is in doubt (the minimum safe altitude is a floor you never descend below blind, not a reason to descend looking for VFR); then turn toward known VMC, with a standard-rate 180 only if clear weather is known to be behind you; and call ATC early, confess, and declare an emergency if it's deteriorating (121.5 and 7700 if you can't reach anyone). If it keeps getting worse, an off-airport precautionary landing in VFR conditions may be the safest option left.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures (inadvertent flight into IMC); AIM, Chapter 6, Emergency Procedures)
  • ATC radar can help a VFR pilot in difficulty only with two-way radio and within radar coverage; the help is advisory, doesn't authorize breaking a rule, and safe flight stays your responsibility. Tell them you aren't instrument rated, and choose a course to a VFR landing.(AIM 6-2-1)
  • Under the hood or in clouds you can’t see other aircraft, terrain, obstacles or wires. In training, the safety pilot looks out; in real IMC, fly a known safe altitude and heading that clears terrain and obstacles. ATC traffic help doesn't guarantee terrain clearance.(AC 90-48, Pilots' Role in Collision Avoidance)
  • When you’re overloaded, prioritize: keep the wings level and the attitude steady first, then navigate and talk.(Risk Management Handbook (FAA-H-8083-2A))

Watch for in the airplane: Your instructor watches your scan (no fixating), small and smooth corrections, the airplane trimmed, and the ball centered.

4 · Ask your student

In order: recall, then understanding, then applying it. Move up only when the answer shows it.

  1. Recall · Which instrument is at the center of your scan?

    A strong answer: The attitude indicator.

  2. Understand · Why do you trim after every change?

    A strong answer: A trimmed airplane holds its attitude without me holding pressure, so I can scan and do other tasks without it drifting.

  3. Apply · You’re 150 feet high and slowly climbing. What do you do?

    A strong answer: Lower the nose a degree or two on the attitude indicator, hold it until the altimeter comes back, then return to level attitude and re-trim. Small corrections.

Scenarios to talk through

  • You notice you’ve been staring at the heading indicator and the altitude has drifted 200 feet. What happened, and how do you fix it?

    Sound decision: Fixation. Return to the attitude indicator, correct the pitch, and resume a full scan.

  • In a cloud you feel like you’re in a left turn, but the instruments show wings level. What do you do?

    Sound decision: Trust the instruments. It’s likely the leans; keep the wings level on the attitude indicator.

  • The weather ahead is lowering and you’re in light haze, losing the horizon. What should you do before it gets worse?

    Sound decision: Turn back to where the weather is better while you still can, and ask ATC for help if needed. Don’t press on.

5 · Common student errors

  • Large corrections.

    Why it matters: They overshoot and the airplane oscillates.

    How to correct it: Small pitch and bank changes, then wait for the result.

  • Chasing the VSI.

    Why it matters: It lags, so you overcorrect.

    How to correct it: Set attitude on the attitude indicator; use the VSI for trend.

  • Flying out of trim.

    Why it matters: Attitude drifts the moment your attention moves.

    How to correct it: Trim after every change.

6 · Completion standard

  • Altitude ±200 feet, heading ±20°, airspeed ±10 knots.
  • Your student answers each "Ask your student" question in their own words, up to the Apply level, without prompting.
  • They talk through the scenarios and reach a safe, legal decision, explaining why.
  • They complete the pack’s quick check and can say what they flagged.

Area trained? Close out with a practice oral focused on PA.VIII.A: pilotprep.pro/exam?exam=PPL&focus=PA.VIII.A

7 · References

  • Instrument Flying Handbook (FAA-H-8083-15B), Flight Instruments; Airplane Attitude Instrument Flying; Human Factors
  • Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures (inadvertent IMC)
  • Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C), Flight Instruments; Aeromedical Factors
  • Aeronautical Information Manual (AIM), Chapters 4 and 6
  • Private Pilot ACS (FAA-S-ACS-6C), Area VIII
  • Airman Certification Standards, task PA.VIII.A

PilotPrep instructor lesson plan, from the Straight-and-Level Flight (Instruments) lesson (checked against current FAA sources 2026-11-12). A study and teaching aid, not FAA guidance; teach to your own judgment and the current ACS.