Insights

How to become a natural pilot

Those who appear to be natural pilots don't think of the airplane as a machine, they think of it as an extension of themselves, which is impossible if they do not understand the airplane's personality.

When I introduce pilots to an airplane they've never flown, I start off with what I call coordination rolls, a maneuver that is not coordinated with respect to the inclinometer's ball, but is coordinated with respect to the objective-keeping the airplane's nose on a specific point on the horizon as the airplane is repeatedly rolled back and forth between medium bank angles to the right and the left using a normal roll rate.

To begin, fly straight and level toward a prominent reference point on the horizon, and roll into a right bank using a coordinated entry (ball centered). The instant a medium bank angle occurs, reverse the aileron and rudder inputs and start a roll in the opposite direction. However, to keep the nose on the reference point, you must initially use considerable rudder input-the ball will not be centered. Forget the ball, this is an eyes-outside-the-cockpit maneuver.

The airplane then rolls into a medium bank to the left. At that instant, reverse the direction of roll. Again, considerable rudder input is initially required in order to keep the nose on the reference point. Continue the maneuver until you can perform it consistently.

To understand the maneuver's timing, sing the first part of the old song, Waltzing Matilda: "Waltzing Matilda, waltzing Matilda, you come a waltzing Matilda with me." During the first "waltzing Matilda," roll into the right bank; during the second "waltzing Matilda," roll into the left bank. During "You come a waltzing," roll into the right bank. And during the continuation of that line, "...Matilda with me," roll into the left bank. Are you having fun? Of course. And yes, this is somewhat goofy, but it's your introduction to the airplane's personality so that you can become a natural pilot.

What really occurs during this exercise? You learn the airplane's control harmony, an important part of the airplane's personality. Some airplanes require heavy elevator and rudder pressures, but light aileron pressures. Others will require heavy aileron pressures, but light rudder and aileron pressures. When all three pressures are similar, however, you've hit the jackpot. You're flying what's called a pilot's airplane; they're always a pleasure to fly. Many of our new, technically advanced airplanes have that degree of flight-control harmony.

Listening to the engine provides another personality insight. For example, I give a student a choice between two identical airplanes, and he selects airplane A because, "It makes better landings." So we perform a few landings in that airplane, and after the power is set on final approach, I ask the student to listen to the sound of the engine. We then do a few more landings with the tachometer covered up so that the student must set power using engine sound.

Now we go to airplane B, but I cover up the tachometer. The student must set power by sound, and he makes good landings. I then uncover the tachometer on final approach and it indicates 1,500 rpm. In airplane A, he always set 1,400 rpm, so when he sets 1,400 rpm in airplane B, the power is less than that used in airplane A and a hard landing occurs. Tachometers are not that accurate at low rpm settings. Engine sound, part of the airplane's personality, is very reliable.

Cruise power provides another personality insight. Airplanes do not like vibrations, which increase wear and tear, and maintenance. Vibrations should be minimized, and every machine has its sweet spots. Most pilots use the engine performance charts to set cruise power, and they maintain that setting until ready to descend. Natural pilots use those charts, but they then note the vibration level and attempt to reduce it by varying the rpm slightly. It does make a difference.

Are you getting the big picture? The airplane is talking to you with control pressures, engine sound, and feel. It's telling you things that the flight instruments could never reveal. I tell pilots that with respect to the flight instruments the attitude indicator does tell you what the airplane is doing, the other five flight instruments tell you what the airplane has done, and what you see outside the windshield with respect to pitch and roll attitudes and turn rate tells you what the airplane is going to do.

As these insights are developed, you'll soon feel as though the airplane's wing spars are connected to your shoulder blades. You're becoming a natural pilot.

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.