How not to fly
At engine start, did the rpm increase excessively while the pilot checks oil pressure and turns on the avionics master switch? The pilot should ensure that rpm is set to approximately 1,000 rpm before doing anything else.
When ready to taxi, did the pilot smoothly check the wheel brakes just as the airplane starts to move and then ask me to check my brakes?
Did the pilot validate the magnetic compass's heading when taxiing parallel to and perpendicular to a runway?
Did the pilot complete the written before-takeoff checklist before he called the tower for takeoff clearance?
Did the pilot observe the windsock when taking the runway for takeoff and position the flight controls correctly? When that observation is ignored, my blood pressure triples, and I know that I'm flying with someone who should not possess a pilot certificate.
As takeoff speed increases, did the pilot stare at the airspeed indicator and jerk the airplane into the air when he reached what he called rotation speed? I turn purple whenever I hear that term associated with light airplanes.
Finally, did the pilot allow pitch attitude to increase prematurely after liftoff so that as we climbed through 300 feet airspeed was well below the best-rate climb speed?
If the proper actions did not occur, I am flying with an improperly trained pilot, and I know that whatever was planned for the remainder of the flight will be equally unimpressive.
The takeoff situation deserves further explanation. The first objective is to apply aileron input if a crosswind exists and maintain a level pitch attitude during initial acceleration. Keep the elevator at the neutral (faired) position until airflow is sufficient for pitch control, and then use the elevator to maintain a level pitch attitude. If you hold the yoke too far aft the nose will rise prematurely. If held too far forward the nose will pitch down, which places too much weight on the nosewheel -- a dangerous situation that can cause wheel-barrowing, or worse, a loss of directional control caused by the transfer of weight from the main wheels to the nose gear.
As airspeed increases, you should establish the takeoff pitch attitude, an attitude that's equal to the cruise-climb pitch attitude. It's easy to reference if you use the wing tip's imaginary chord line -- the leading edge should be slightly higher than the trailing edge. But you should never stare at the wing tip reference, because you must look ahead for runway alignment. One quick glance at the left wing tip is sufficient.
Once you confirm the correct pitch attitude, maintain it while you look ahead and to the left of the airplane's nose. The relative motion of the windshield's framework and the nose cowl in relation to the ground shows whether or not pitch attitude is changing.
At liftoff, move the yoke forward slightly so that the takeoff pitch attitude is maintained in order to accelerate quickly to VY, the best-rate climb speed. Now you should increase pitch attitude and maintain VY until you reach a safe altitude -- the altitude where a forced-landing option exists in the event of engine failure.
Pitch attitude will increase at liftoff and immediately thereafter for three reasons: the elevator moment arm increases from the point of main wheel contact with the runway to the airplane's center of gravity; the horizontal stabilizer's down load increases as you leave ground effect; and if the elevator is held in a fixed position, the pitch attitude will increase as airspeed increases.
There are airplane drivers and airplane pilots. Most drivers can become pilots if they learn to feel the airplane, listen to the airplane, and use the proper visual reference points. The elements that I have mentioned require proper proficiency, awareness, and knowledge.
Ralph Butcher, a retired United Airlines captain, is the chief flight instructor at a California flight school. He has been flying since 1961 and has 25,000 hours in fixed- and rotary-wing aircraft. Visit his Web site.
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