Insights

Are you an airplane driver, or a pilot?

In the early 1960s, instrument flying accidents involving instrument-rated pilots were on the increase. Consequently, the FAA mandated integrated instruction, a training procedure that requires instructors to teach instrument references and visual references during initial flight training for student pilots.

Integrated instruction is a perfect example of a good intention gone awry. Such changes should include a drop-dead clause that voids the change after a specified period of time, unless that change proves beneficial. Had that occurred with integrated instruction, it would have been cancelled during the 1980s because of the increase in stall-spin accidents, and it most certainly would have been cancelled when modern flight training devices became readily available. That technology allowed instructors to greatly surpass the intent of integrated instruction during instrument training.

Today, we have excellent FAA-approved flight training devices (FTDs) as well as FAA-approved personal computer-based aviation training devices (PCATDs). With the recent release of 14 CFR Part 60--Flight Simulation Training Device Initial and Continuing Qualifications and Use--the names have changed. FTDs are now called advanced flight training devices; PCATDs are called basic flight training devices. The term simulator applies only to devices that simulate an aircraft's exact cockpit and performance with visual and motion systems.

During airplane-only instrument training, before the advent of FTDs, the student's view-limiting device prevented me from observing eye movement. That was not the case in an FTD, and what I saw was amazing. Most students and instrument-rated pilots spent a great deal of time scanning nonessential information.

I quickly realized that I could far exceed the intent of integrated instruction by using an FTD, so I eliminated integrated instruction from my private pilot flight training syllabus and returned to the days of placing primary emphasis on visual outside-the-cockpit references. I teach students to use the wing as a reference, to master the mandatory concept of attitude and power, and to use their physical senses--eyes to evaluate the six types of motion, sound to monitor power output, and control feel to monitor aircraft response and airspeed. Consequently, stall/spin awareness is maximized, and when the time comes for formal instrument training, the FTD quickly establishes the proper foundation for those skills. That's a bases-loaded home run in my book.

I interview and fly with flight instructors, many of whom are graduates of university training programs. What I often see is not good: heads down! They stretch their neck to its maximum limit trying to see over the nose during landing. They don't clear a turn before turning or clear the airspace before starting a maneuver. When I criticize their performance of chandelles and lazy eights because they were relying on instrument reference to fly those maneuvers, most will say, "I see no reason why someone must learn to fly those maneuvers. They'll never use them." Those instructors have missed one of the best educational opportunities that non-aerobatic aviation training has to offer.

Can you or your instructor cover up the six flight instruments and fly all of the private pilot and commercial pilot maneuvers? If not, you are an airplane driver, not a pilot. Pilots sense the airplane, feel the airplane, and use aerodynamic forces to their advantage.

Once maneuvers can be flown using only visual references, then it's time for instrument reference. This is when it makes sense and refines pilot performance. For example, you establish the initial climb after takeoff using attitude and power and visual references. Glance at airspeed, return to your visual references, and adjust pitch--it won't take much--to establish your best rate of climb speed (V_Y). You're on final approach using attitude and power and visual references. Glance at airspeed, return to your visual references, and adjust pitch to maintain your final approach speed. That's how the flight instruments should be utilized.

Very few pilots fly full-time after earning their private pilot certificate. This is why the simple concept of attitude and power using the proper visual references is so critical. It's easy to remember, it enhances pilot self-confidence, and it keeps the pilot safe. If a pilot does not fly for a few weeks or even a month or so, he can still fly safely.

Just remember this: The flight instruments are not, never have been, and never will be the first priority for visual flight. Believe that, practice that, and reap the rewards. You will become a safe pilot, and ironically, precision will seem to occur automatically.

Ralph Butcher, a retired United Airlines captain, is the chief flight instructor at a California flight school. He has been flying since 1959 and has 25,000 hours in fixed- and rotary-wing aircraft. Visit his Web site.