Page 27 - Volume 19 Number 10

& Attitudeeffort? Certainly, although its precise guidance may not be required in ordinary operations. The instantaneous results of changing pitch and G-loading can be seen on the multicolored fast-slow Alpha indexer’s scale, showing how our available reserve of lift is doing. Again, we are only using the angle of attack reference to show the results of our efforts. If we adjust pitch and power to keep the A of A reference exactly on the merging of the green and yellow bands, we’re getting the most, and safest, performance from the aircraft. If the absolute maximum lift is needed, we can keep the indexer on the yellow band’s juncture with the red, but only for critical operations.Whether referencing ASI or AOA, pitch control is primary, with appropriate power a necessary ingredient. One cannot ignore pitch attitude, so it’s important to fly by a working attitude reference. In the dark or in cloud, only the instrumentation showing the airplane’s attitude state will keep us upright and level. If the referenced attitude disagrees with the airspeed or VSI, or with the heading and turn indications, a back-up attitude reference must be sought. Chasing the performance instrument readings themselves will lead to disaster. It usually takes less than a minute for spatial disorientation to lead us into the “graveyard spiral.”AutomationIs there a case to be made for automation? Certainly, a good autopilot relieves us of the tedium of constant corrections, and it allows for workforce reduction on the flight deck, so we can divert our attention to programing changesOCTOBER 2015into the FMS while “George” minds the airplane. Never, however, should we allow the autopilot to boldly take us where we aren’t capable of flying ourselves. Yes, I know I can’t meet RVSM tolerances at altitude without the autopilot’s help–but I should be able to steer, climb and descend on my own, albeit with less precision.I’ve always found it helpful to watch an automated flight control system work, particularly with autothrottles engaged. The autopilot will nudge the airplane, almost imperceptibly, back to a courseline while I might be waiting for more deviation before taking action. The coupled thrust levers will work aggressively in turbulence, before the aircraft’s energy state is depleted or we get too high on the approach. My takeaway is to emulate the autopilot’s smooth results, by making timely pitch and power corrections.Most autopilots, however, fly a bit crudely, particularly when challenged by the environment, so we, as artistic aviators, will probably accept a bit of inconsequential error in favor of a smooth ride for our passengers. When the ground gets close, or ATC demands immediate movement, we may have to give up some of our chosen soft-ride maneuvering. Underlying it all, however, is the fundamental requirement to fly pitch and power to produce performance.Which Way Is Up?The other day, I was testing a trainee’s ability to recover from a sudden insertion into an unusual aircraft attitude, solely by reference to instruments. We began with him ducking his head down and closing his eyes while I positioned theGill Battery Third Page 4/C AdTWIN & TURBINE • 25