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MAINTAINING AIRPLANE CONTROL
Once the pilot recognizes and accepts the situation, he
or she must understand that the only way to control the
airplane safely is by using and trusting the flight instruments.
Attempts to control the airplane partially by
reference to flight instruments while searching outside
the cockpit for visual confirmation of the information
provided by those instruments will result in inadequate
airplane control. This may be followed by spatial
disorientation and complete control loss.
The most important point to be stressed is that the pilot
must not panic. The task at hand may seem overwhelming,
and the situation may be compounded by
extreme apprehension. The pilot therefore must make
a conscious effort to relax.
The pilot must understand the most important concern—
in fact the only concern at this point—is to keep
the wings level. An uncontrolled turn or bank usually
leads to difficulty in achieving the objectives of any
desired flight condition. The pilot will find that good
bank control has the effect of making pitch control
much easier.
The pilot should remember that a person cannot feel
control pressures with a tight grip on the controls.
Relaxing and learning to “control with the eyes and
the brain” instead of only the muscles, usually takes
considerable conscious effort.
The pilot must believe what the flight instruments
show about the airplane’s attitude regardless of what
the natural senses tell. The vestibular sense (motion
sensing by the inner ear) can and will confuse the pilot.
Because of inertia, the sensory areas of the inner ear
cannot detect slight changes in airplane attitude, nor
can they accurately sense attitude changes which occur
at a uniform rate over a period of time. On the other
hand, false sensations are often generated, leading the
pilot to believe the attitude of the airplane has changed
when, in fact, it has not. These false sensations result
in the pilot experiencing spatial disorientation.
ATTITUDE CONTROL
An airplane is, by design, an inherently stable platform
and, except in turbulent air, will maintain approximately
straight-and-level flight if properly trimmed
and left alone. It is designed to maintain a state of
equilibrium in pitch, roll, and yaw. The pilot must be
aware, however, that a change about one axis will
affect the stability of the others. The typical light
airplane exhibits a good deal of stability in the yaw
axis, slightly less in the pitch axis, and even lesser still
in the roll axis. The key to emergency airplane attitude
control, therefore, is to:
• Trim the airplane with the elevator trim so that it
will maintain hands-off level flight at cruise airspeed.
• Resist the tendency to over control the airplane.
Fly the attitude indicator with fingertip control.
No attitude changes should be made unless the
flight instruments indicate a definite need for a
change.
• Make all attitude changes smooth and small, yet
with positive pressure. Remember that a small
change as indicated on the horizon bar corresponds
to a proportionately much larger change
in actual airplane attitude.
• Make use of any available aid in attitude control
such as autopilot or wing leveler.
Ch 16.qxd 5/7/04 10:30 AM Page 16-14
16-15
The primary instrument for attitude control is the attitude
indicator. [Figure 16-11] Once the airplane is
trimmed so that it will maintain hands-off level flight
at cruise airspeed, that airspeed need not vary until the
airplane must be slowed for landing. All turns, climbs
and descents can and should be made at this airspeed.
Straight flight is maintained by keeping the wings level
using “fingertip pressure” on the control wheel. Any
pitch attitude change should be made by using no more
than one bar width up or down.
TURNS
Turns are perhaps the most potentially dangerous
maneuver for the untrained instrument pilot for two
reasons.
• The normal tendency of the pilot to over control,
leading to steep banks and the possibility of a
“graveyard spiral.”
• The inability of the pilot to cope with the instability
resulting from the turn.
When a turn must be made, the pilot must anticipate
and cope with the relative instability of the roll axis.
The smallest practical bank angle should be used—in
any case no more than 10° bank angle. [Figure 16-12]
A shallow bank will take very little vertical lift from
the wings resulting in little if any deviation in altitude.
　
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