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Aptitude Test
Pilot Instrument Trainer (PIT)

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Aptitude Test (PIT)

The Pilot Instrument Trainer (PIT) is a synthetic, basic instrument flight trainer, equipped with
appropriate instruments, which simulate the flight deck environment of an aeroplane in instrument
flight conditions. This document is a preparation guide for the aptitude test in the PIT. Please read it
carefully and take note of your questions. Clarification is offered during the first PIT briefing.

Instrument flying

Instrument flying requires the coordination of flight attitude and engine performance so that desired or
prescribed flight data can be adhered to. Visual flying incorporates references such as the natural
horizon and other surface points that the pilot uses in conjunction with his instruments to manoeuvre
the aeroplane and adjusting engine output. Instrument flying on the other hand does not rely on any
natural points of reference. The aeroplane is operated solely on the basis of instrument readings.

Aeroplane controls

In three-dimensional space, the aeroplane can rotate around three axes:

- the longitudinal axis
- the lateral axis
- the vertical axis

Explanation:

1 fuselage 2 wing 3 aileron 4 horizontal stabilizer 5 elevator

6 vertical stabilizer 7 rudder

The vertical axis is not active in the PIT

The longitudinal axis is shown as bank angle in the artificial horizon
The lateral axis is shown as pitch attitude in the artificial horizon

Movement around the longitudinal axis is regulated by the ailerons which are operated by the steering
wheel. Steering the controls to the left will cause the plane to turn left; steering them to the right will
initiate a right turn.

Movement around the lateral axis is controlled by the elevator, which is likewise connected to the
steering wheel. Steering movements follow a logical pattern: pull = climb; push = descend.

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Movement around the vertical axis is controlled by two foot pedals connected to the rudder. Since the
trainer has no rudder attached, the rudder pedals will not be used and a detailed explanation of this
device is not required.

Engine performance and settings

Engine performance as prescribed for this trainer can be seen in the summary of “stabilized attitudes”
on page 10. The engine is controlled by the throttle. Pushing the throttle increases engine RPM
(revolutions per minute), while pulling it back reduces engine RPM. The Trainer simulates a fixed pitch
propeller. Hence an increase in speed will increase RPM and vice versa. Therefore RPM need to be
adjusted during climb or descent.

Instrument panel

Speed Indicator Artificial Horizon Altitude

▼ ▼ ▼

▲ ▲ ▲ ▲
Stopwatch RPM Indicator Compass Variometer

The above instruments are categorized into two groups:

- Engine instrument
- Flight instruments

Engine Instrument

In the trainer, only one instrument must be observed in order to monitor engine performance:
The RPM indicator.

The instrument indicates 2500 revolutions per minute (RPM)

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Flight Instruments

The Artificial Horizon (short form: horizon)

This instrument is a substitute for the natural horizon which is not visible when flying in clouds or in
areas with reduced visibility. It enables the pilot to determine and correct the attitude which, together
with the amount of engine power, is vital for maintaining specified constants such as pitch attitude,
altitude, airspeed etc.
The diagram below shows the key elements. The summary on page 10 shows the attitude during
various phases of flight.

Bank angle 0° Bank angle 20°

Pitch attitude
(10° nose up)

Skypointer

Horizon bar
Airplane symbol (Pitch attitude 0°)

Pitch attitude
(5° nose down)
The point in the centre indicates
the nose of the plane

The horizon shows a straight and level flight

The Compass

The compass indicates the direction of the flight.

The instrument shows 360°.

Airspeed Indicator

This instrument indicates the speed of the aeroplane in

relation to the surrounding air mass.
The instrument shows an indicated airspeed of 85 kts.

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Altimeter

The altimeter shows the aeroplane’s altitude in feet.

Present altitude is 2000 ft.

Variometer

The variometer shows the rate of climb or descent

(vertical speed) in feet per minute (ft/min).
Presently showing -500 ft/min.
Compared to the other instruments the variometer has a
delayed read out.

Stopwatch

The stopwatch is used to measure time

during straight phases of flight. It is
recommended to incorporate the handling
of the stopwatch from the very beginning,
in order to build up the systematic which is
required for exercise 3 and 4.

The stopwatch is started with the red

button backside of the left part of the
steering wheel. A second click stops the
clock and a third click resets the clock.

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Monitoring the instruments (Scanning)

Basics

The number of cockpit instruments requires systematic monitoring of the prescribed or desired data.
False readings or false interpretation can be prevented if one has a concrete idea in advance of
what the reading should be. Because it is neither possible nor necessary to monitor all of the
instruments at the same time, priorities must be set, the sequence of which is determined by the
present or the desired attitude.

Stabilized attitude

The horizon is the central instrument, in relation to which the other instruments should be
systematically scanned at certain intervals according to their priority.

Continuous Scanning Reduced Scanning Scanning as needed

The following pictures illustrate four representative situations.

Airspeed Horizon Altimeter

Stopwatch RPM Compass Variometer

This shows a straight and level flight at an altitude of 2500 ft and with a heading of 360°

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This shows a levelled left turn at an altitude of 3460 ft, present heading is 262°

Note that the skypointer turns same side as the direction of the turn.

This shows a straight climb at constant speed of 85 kts and constant power of 2600 RPM
on heading 360°, present altitude 3500 ft. Pitch attitude 7.5° nose up.

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This shows a descending left turn with 20° bank angle, constant rate of
descent 500 ft/min, constant power 1700 RPM, present altitude
3280 ft, present heading 145°. Pitch attitude 1.5° nose down

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Spatial orientation

In instrument flying, great importance is placed on spatial orientation. The pilot must be familiar with
the division of the turning compass card on the cockpit instrument and the wind rose on charts, which
is oriented north up and the nature of their mutual relationship. By mentally projecting the compass
card onto the horizon, the pilot can create an additional element of confidence as one can see on the
following picture.

The full circle of the compass card is

divided into 360°. The values increase
clockwise.
Each compass card reading corresponds to
a particular direction, and each direction to
a compass reading.
Example: 360° = N, 045° = NE,
135° = SE, 200° = SSW, 290° = WNW
The shortest route possible should be
taken for a heading change.
Example:
Change from 140° to 210° = right turn
Change from 040° to 330° = left turn.
Abbreviations for directions always follow
the English sytem:
North = N, East = E, South = S,
West = W

If a heading change of (+/-…degrees) is required, the procedure is as follows:

Present heading 070°. Heading change of 180° = 250°. Right or left turn.
Present heading 020°. Heading change - 90° = 290°. Left turn.

There are different ways of determining the opposite direction. As we are not used to calculate with
180°, the following method is recommended:
Present heading + 200 minus 20 or – 200 plus 20

Example: Present heading: 333°

Assignment: Turn via South to opposite direction
Solution: 333 – 200 = 133 + 20 = 153° (left turn)

Note:
Turns are flown with 20° bank.
Rollout after a turn starts 10° before reaching the required heading.
Short turns may be flown with 10° - 15° bank angle.
Therefore, rollout starts later, approximately half the value of the chosen bank angle before the
required heading.

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Stabilized Attitudes

Setting Horizon Attitude Values and Sequence Instrument

Priority

Straight

1. Horizon 0° Horizon
HORIZONTAL (LEVEL) 2. Altitude Altimeter
FLIGHT 3. Engine power Compass
2500 RPM

Left turn (Bank 20°)

Straight

1. Engine power Horizon

CLIMB 2600 RPM Speed Indicator
2. Horizon + 7,5° (nose up) Altimeter
3. Speed 85 kts Compass

Right turn (Bank 20°)

Straight
1. Engine Power Horizon
1700 RPM Variometer
2. Horizon -1,5°(nose down) Altimeter
DESCENT 3. Rate of descent Compass
500 ft/min

Right turn (Bank 20°)

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Attitude Changes

Changing of attitude requires specific planning and a systematic approach.

On a straight heading, it starts with setting the required RPM when time is elapsed.

In turns, power is adjusted 20° before the next straight heading.

Exception to the rule: Changing from climb attitude to level flight or descent, pitch attitude has
to be lowered before reducing power.

Soft inputs are needed to change pitch and bank (aircraft attitude changes) simultaneously.

Transition Change and Sequence Instrument Priority

1. Power RPM
Horizontal to climb 2. Attitude Horizon
Speed

Transition Change and Sequence Instrument Priority

1. Attitude Horizon
Climb to horizontal 2. Power RPM
(Note 1) Altimeter

Transition Change and Sequence Instrument Priority

1. Power Horizon
Horizontal to descent 2. Attitude RPM
Variometer

Transition Change and Sequence Instrument Priority

1. Power RPM
Descent to horizontal 2. Attitude Horizon
(Note 1) Altimeter

Note 1: At the end of a climb or descent start the level-off at approximately 30 feet before reaching the
required new altitude.

Note 2: The sequence of power/attitude change (see change and sequence above) is mandatory.
However simultaneous changes of power and attitude are accepted in order to keep tolerances of
given times as small as possible.

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Exercises

Two subsequent exercises are defined:

Exercise 1: Introduction into PIT handling characteristics and procedures as well as consolidation of PIT
handling/procedures and flying according “aural instructions”.

Exercise 2: Flying according to instructions from chart, attitude, direction, time with increasing level
of demand.

Concluding remarks

Instrument flying requires a reasonable degree of mental and manual ability and flexibility.

Each step must be carefully planned and carried out systematically, thereby creating the necessary
degree of objectivity and command of situation.

The given and shown values for RPM, attitude, heading, altitude and time should be adhered to
within the smallest possible tolerances.

Anyone who has studied and understood the above information can approach the aptitude test with
confidence.

End of Study Guide

© Flight Crew and Management Assessment Center Edition December 2022

Swiss International Air Lines