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you are not sure about clearances,
ask ATC to repeat them. They won’t
mind – they don't want to see you
splattered all over the runway any
more than you do. Make sure you
can read any shorthand systems!
DO NOT RUSH. Hustle, yes, but
don't rush, or you will forget
something.
As mentioned before, instruments
are grouped for easier assimilation of
information. One way of reading
them (called the radial scan) is to start
with the centre, and look at the
others in turn, always returning after
each check:
Precise pitch control is important, as
are smooth control movements – it
is easy to overcontrol, particularly at
high speeds, so your touch should be
light but positive (use the trim).
After setting pitch with the artificial
horizon, it is usual to check the
secondary pitch instruments, hence
the scan above, as the a/h can give
slightly false indications after a turn.
The technique is to make small
corrections then cross-refer. Each
manoeuvre has an associated
Instruments 253
primary instrument, or at least one
that needs checking more frequently.
In level flight this would be the
altimeter; in a climb, the airspeed
indicator, bearing in mind that
deviations may show up more
quickly on a supporting instrument,
such as the VSI in level flight.
You are overcontrolling if your VSI
indicates more than a 200 fpm rate
of climb or descent. As speed
increases, your control movements
must get progressively smaller (you
shouldn't need to move the horizon
bar more than one width anyway,
below about 300 kts, and a halfwidth
above).
After a while you develop your
peripheral vision to read all the
instruments at once, which is
actually easier to do than it sounds.
Even later than that, if you fly a
particular aeroplane regularly, you
get so used to the positions of the
engine instruments, for example,
that you treat the cockpit as one big
picture and soon detect any
abnormal changes in position.
Partial Panel
This is the ability to fly without
some of the instruments, namely the
artificial horizon and heading
indicator or, in other words, the
instruments that rely on suction for
their operation. It actually isn't that
hard to do, even if you are relying
mainly on secondary information,
but you have to do timed turns (2
minutes for 360°) instead of using
the compass, so you have to include
the clock in your scan. The compass
is still used, however, to check the
results afterwards, after a short
period of settling down. The first left
or right mark on the turn indicator
indicates a rate 1 turn.
Manoeuvres
The equation attitude + power =
performance means that you set the
anticipated attitude first, when
making manoeuvres, then apply
power to get an expected
performance. Put another way, a
known attitude plus a known power
setting produces a predictable result.
This applies to all aeroplanes and is
particularly useful in big machines
where you're really making inputs
into a computer. Rotation, for
example, is to a certain number of
degrees of nose up on the artificial
horizon, and you know what will
happen because you went into the
charts and checked the temperatures,
etc. during your flight planning
(didn't you?).
One of the most useful tools
available is the trim control, which
should be used after every attitude
change – it will relieve you of a
major part of your workload.
Get used to the relative positions of
the miniature aircraft in the artificial
horizon, beginning, of course, with
straight and level, when the wings
should be in line with the false
horizon. It will look different on the
ground, so find out what it looks like
then so you can set it before takeoff.
The next good one is climbing or
descending, which is usually one or
two widths of the miniature wings
above or below the line.
If you note the climb power for a
suitable climb (usually 500 feet per
minute), then fly straight and level
again and drop the gear (if you have
it), you should find that the same
254 Canadian Professional Pilot Studies
power should stop the resulting
descent caused by the increased
drag, proving that a given amount of
power is the same as using the gear
to fly the plane. Since gear up is the
same as gaining thrust, you can
retract it to start a climb the same
way as increasing the throttle, very
　
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