The value of observation
A classic example occurred before my airline started service to Mexico City. I was asked to attend a meeting about the new operation; fortunately, I found the names of the other pilots who were invited. None of us had international flying experience. Consequently, I contacted a friend who had flown to Mexico City for years, and I received an extensive, one-hour briefing on flying to that airport and others farther south in Central America.
The company meeting dragged on and on, and finally the fleet captain announced that all Mexico City training would occur in our flight simulators. I'd heard enough at that point, and said, "No way!" I explained the briefing I had received, noted how clever it was to invite pilots who had no international flying experience, and stated that each pilot must receive a Mexico City checkout in the airplane.
He replied, "If my pilots can fly to Medford, Oregon, they can fly to Mexico City." That reinforced my belief that people who sit in ivory towers often have no conception of reality. The result: I won, with the backing of the Air Line Pilots Association; he lost.
Mexico City's airport is located at 7,300 feet in mountainous terrain (Medford, elevation 1,330 feet, is also surrounded by high terrain). On my first few trips after being checked out, I would stand on the ramp and watch other airliners take off. The local carriers would always take airspeed over altitude. That means each would start with a shallow climb, quickly retract gear and flaps in order to accelerate rapidly to high speed, and then increase pitch attitude for the desired climb. That was totally contrary to the climb profile that my airline used. So I did what the locals were doing, and it paid off handsomely during the bizarre weather situations that occur at that high-altitude airport. Ah, the value of observation!
Before you fly in an area that is totally different from what you're accustomed to, read whatever is available regarding that area. Once there, talk to local pilots and take time to observe what they do. In many cases, an orientation flight with a local pilot is wise.
Landings are another consideration. You have undoubtedly observed birds dive when attacking their prey, but float down and flare when landing. Watch airplanes land at a busy airport. You'll see both situations. Many will be in a nose-low attitude diving toward the runway, and then go through several pitch oscillations after the initial flare and float well past the desired touchdown spot. Others will be in a nearly level pitch attitude, settling toward the runway, and make a smooth, gentle flare before touchdown on the desired spot. Which technique appeals to you? I prefer to be bird-like, and it has many advantages, particularly during night landings.
Now observe landings when strong, gusty winds and turbulence exist. Note that birds are nowhere to be seen. There's nothing smooth and gentle about those approaches. The airplane must be forced down to the runway with frequent, momentary flight-control and power changes in order to maintain glidepath and airspeed. When close to the runway, the landing attitude is quickly established just before touchdown.
Do you stay on the ground in those conditions? If so, I understand, and there are times when that decision is mandatory. However, it would be wise to go up with an instructor when those conditions are flyable so that you learn what must be done. Observe how the instructor manhandles the airplanes in order to remain on glidepath and maintain airspeed.
Now you try it with the instructor's supervision. It's easier than you think. And remember two things: You can't abuse the airplane with those abrupt flight control inputs, because you're well below maneuvering speed; and a well-trained pilot is always prepared for the unexpected.
When you observe birds in flight, they seem somewhat erratic as they soar and wheel about. Obviously they're on the lookout for enemies in order to avoid becoming someone's dinner. I hope that you give other aircraft the same respect and keep your head on a swivel. Birds have been flying longer than man, and longevity deserves respect.
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.
