What's your choice?
Yes, the regulations and the equipment lists in pilot's operating handbooks do specify the instruments that must be installed and operating when the airplane is flown, but these requirements say nothing about the relative importance of those instruments. In reality, do we really need instruments to fly the airplane in visual conditions? I hope you said no.
So, let's start with a blank instrument panel. No instruments whatsoever. Can you fly all the visual maneuvers that are listed in the Practical Test Standards without instrument reference? If not, you've been cheated, snookered, and robbed during flight training. The wing and throttle positions, engine noise, airflow noise, and control feel provide enough basic information for the properly trained pilot to fly these maneuvers safely. If you believe that landings and takeoffs are impossible without an airspeed indicator, you are grossly incorrect.
The first instrument I'll add is a magnetic compass. It has top priority. I need it to fly specific courses and remain oriented during flights beyond the local area.
Next, I want a clock. Time, distance, and groundspeed are required for navigation. Time and known fuel consumption are required for fuel-remaining calculations.
Engine health and limitations are next. Engine oil pressure and oil temperature gauges are the basic requirement. If engine oil pressure drops to zero but temperature remains constant, I have an indicator problem, and I will land at the nearest suitable airport. However, if pressure drops to zero and temperature rises, a forced landing is imminent. To be in full command of the powerplant - the device in which I place tremendous trust - I'll then add a tachometer and a cylinder head temperature gauge.
Now, I'll add an airspeed indicator so that I can reference the airframe limitations - maneuvering (VA), maximum flaps extended (VFE), maximum structural cruise (VNO), and never-exceed (VNE) - and the normal speeds for climbs and approaches. I can also determine the approximate true airspeed, which is indicated airspeed plus 2 percent per 1,000 feet of altitude. If IAS is 105 knots at 4,500 feet, TAS is about 115 kt (105 plus 9 percent of 105).
The altimeter is next. I can now avoid Class B, C, and D airspace and comply with the altitude rule for my magnetic course when flying more than 3,000 feet above ground level. I did not mention traffic pattern altitude because it can be easily determined without altimeter reference when you are 1,000 feet above ground level. Try it - you'll be surprised. That awareness will also help you plan successful forced landings.
OK, it's your turn. Add whatever else you want to the panel, but always remember what you learned when you flew with no instruments: You kept an sharp eye on the cockpit framework in relation to the Earth's surface in order to monitor attitude and immediately detect small yaw, pitch, and roll changes. You made immediate control inputs when those changes were undesirable, particularly with the rudder so that a reasonable yaw rate occurred for the existing bank angle and airspeed - that's how you keep the slip indicator's ball centered without staring at it.
Hey, flying just became easier, didn't it? That's because false perceptions were eliminated. From now on you will keep your eyes pointed outside the cockpit, make an occasional glance inside for specific information, and fly with more confidence. Studies have shown that a good pilot's scan cycle consists of 16 seconds looking outside the cockpit followed by four seconds looking inside. Instrument reference is not the first step for proper aircraft control.
Ralph Butcher, a retired United Airlines captain, is the chief flight instructor at a California flight school. He has been flying for 43 years and has 25,000 flight hours in fixed- and rotary-wing aircraft. Visit his Web site).
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