3.  Fixation is displayed when a pilot focuses far too  much attention on one instrument because he or  she perceives something is wrong or a deviation is  occurring. It is important for the instrument pilot to  remember that a cross-check of several instruments  for corroboration is more valuable than checking a  single instrument. 4.  Attempting to recover by sensory sensations other  than sight. Recovery by instinct almost always leads  to erroneous corrections due to the illusions that are  prevalent during instrument flight. 5.  Failure to practice basic attitude instrument flying.  When a pilot does not fly instrument approach  procedures or even basic attitude instrument flying  maneuvers for long periods of time, skill levels  diminish. Pilots should avoid flying in IMC if they are  not proficient. They should seek a qualified instructor to  receive additional instruction prior to entry into IMC. The reason for learning to fly by reference to instruments  alone is to expand a pilot’s abilities to operate an aircraft  in visibility less than VFR. Another valuable maneuver  to learn is the instrument takeoff. This maneuver requires  the pilot to maneuver the aircraft during the takeoff roll by  reference to flight instruments alone with no outside visual  reference. With practice, this maneuver becomes as routine  as a standard rate turn.  The reason behind practicing instrument takeoffs is to reduce  the disorientation that can occur during the transitional phase  of quickly moving the eyes from the outside references inside  to the flight instruments. One EFD system currently offers what is trademarked as  synthetic vision. Synthetic vision is a three-dimensional  computer-generated representation of the terrain that lies  ahead of the aircraft. The display shows runways as well  as a depiction of the terrain features based on a GPS terrain  database. Similar to a video game, the display generates a  runway the pilot can maneuver down in order to maintain  directional control. As long as the pilot tracks down the  computer-generated runway, the aircraft remains aligned  with the actual runway. Not all EFD systems have such an advanced visioning system.  With all other systems, the pilot needs to revert to the standard  procedures for instrument takeoffs. Each aircraft may require  a modification to the maneuver; therefore, always obtain  training on any new equipment to be used. In order to accomplish an instrument takeoff, the aircraft  needs to be maneuvered on the centerline of the runway  facing the direction of departure with the nose or tail wheel  straight. Assistance from the instructor may be necessary  if the pilot has been taxiing while wearing a view limiting  device. Lock the tail wheel, if so equipped, and hold the  brakes firmly to prevent the aircraft from creeping. Cross- check the heading indicator on the PFD with the magnetic  compass and adjust for any deviations noted on the compass  card. Set the heading to the nearest 5 degree mark closest  to the runway heading. This allows the pilot to quickly  detect any deviations from the desired heading and allows  prompt corrective actions during the takeoff roll. Using the  omnibearing select (OBS) mode on the GPS, rotate the OBS  selector until the needle points to the runway heading. This  adds additional situational awareness during the takeoff roll.  Smoothly apply power to generate sufficient rudder authority  for directional control. Release the brakes and continue to  advance the power to the takeoff setting. As soon as the brakes are released, any deviation in heading  needs to be corrected immediately. Avoid using brakes to  control direction as this increases the takeoff roll, as well as  provides the potential of overcontrolling the aircraft.  Continuously cross-check the ASI and the heading indicator  as the aircraft accelerates. As the aircraft approaches 15-25  knots below the rotation speed, smoothly apply aft elevator  pressure to increase the pitch attitude to the desired takeoff  attitude (approximately 7° for most small airplanes). With  the pitch attitude held constant, continue to cross-check the  flight instruments and allow the aircraft to fly off of the  runway. Do not pull the aircraft off of the runway. Pulling  the aircraft off of the runway imposes left turning tendencies  due to P-Factor, which will yaw the aircraft to the left and  destabilize the takeoff. Maintain the desired pitch and bank attitudes by referencing  the attitude indicator and cross-check the VSI tape for an  indication of a positive rate of climb. Take note of the magenta  6-second altimeter trend indicator. The trend should show  positive. Barring turbulence, all trend indications should  be stabilized. The airspeed trend indicator should not be  visible at this point if the airspeed is being held constant. An  activation of the airspeed trend indicator shows that the pitch  attitude is not being held at the desired value and, therefore,  the airspeed is changing. The desired performance is to be  climbing at a constant airspeed and vertical speed rate. Use  the ASI as the primary instrument for the pitch indication. 7-60 Instrument Takeoff