encountered in individual maneuvers and increase the risk of control loss. Remember that the objective is to maintain airplane control by deviating as little as possible from straight-and-level flight attitude and thereby maintaining as much of the airplane’s natural equilibrium as possible. 

When being assisted by ATC, the pilot may detect a sense of urgency as he or she is being directed to change heading and/ or altitude. This sense of urgency reflects a normal concern for safety on the part of the controller. But the pilot must not let this prompt him or her to attempt a maneuver that could result in loss of control. 

## Transition to Visual Flight 

One of the most difficult tasks a trained and qualified instrument pilot must contend with is the transition from instrument to visual flight prior to landing. For the untrained instrument pilot, these difficulties are magnified. 

The difficulties center around acclimatization and orientation. On an instrument approach, the trained instrument pilot must prepare in advance for the transition to visual flight. The pilot must have a mental picture of what he or she expects to see once the transition to visual flight is made and quickly acclimatize to the new environment. Geographical orientation must also begin before the transition, as the pilot must visualize where the airplane is in relation to the airport/ runway when the transition occurs so that the approach and landing may be completed by visual reference to the ground. 

In an ideal situation, the transition to visual flight is made with ample time, at a sufficient altitude above terrain, and to visibility conditions sufficient to accommodate acclimatization and geographical orientation. This, however, is not always the case. The untrained instrument pilot may find the visibility still limited, the terrain completely unfamiliar, and altitude above terrain such that a “normal” airport traffic pattern and landing approach is not possible. Additionally, the pilot is most likely under considerable self-induced psychological pressure to get the airplane on the ground. The pilot must take this into account and, if possible, allow time to become acclimatized and geographically oriented before attempting an approach and landing, even if it means flying straight and level for a time or circling the airport. This is especially true at night. 

## Chapter Summary 

This chapter provided general guidance and recommended procedures that may apply to light single-engine airplanes involved in certain emergency situations. The information presented is intended to enhance the general knowledge of emergency operations with the clear understanding that the manufacturer’s recommended emergency procedures take precedence. The chapter offers explanation concerning design structural load damage that may be imposed on the aircraft while performing emergency gear extension techniques. Rapid and abrupt pitch attitude changes executed at high forward airspeed may impose structural damage on the aircraft and flight controls. Normal category aircraft may not be designed to withstand abrupt pedal applications necessary to dislodge the landing gear. 

Additional information is provided addressing failure of the pitot-static system in aircraft with EFIS. The redundancy of these systems as required by 14 CFR part 23 for IFR flight may be less than desired because both the primary and backup instrumentation may be receiving signal data input from the same pitot-static source. The failure indications of EFIS may be entirely different from conventional instruments making recognition of system malfunction much more difficult for the pilot. Lack of system standardization compounds the problem making equipment specific information and knowledge imperative to determine electronic display malfunctions. The inability to simulate certain failure modes during training and evaluation makes the pilot less prepared for an actual emergency. As electronic avionics become more technically advanced, the training and proficiency needed to safely operate these systems must keep pace. 

