FEEL OF THE AIRPLANE

The ability to sense a flight condition, without relying

on cockpit instrumentation, is often called “feel of the

airplane,” but senses in addition to “feel” are involved.

Sounds inherent to flight are an important sense in

developing “feel.” The air that rushes past the modern

light plane cockpit/cabin is often masked by

soundproofing, but it can still be heard. When the

level of sound increases, it indicates that airspeed is

increasing. Also, the powerplant emits distinctive

sound patterns in different conditions of flight. The

sound of the engine in cruise flight may be different

from that in a climb, and different again from that in

a dive. When power is used in fixed-pitch propeller

airplanes, the loss of r.p.m. is particularly noticeable.

The amount of noise that can be heard will

depend on how much the slipstream masks it out.

But the relationship between slipstream noise and

powerplant noise aids the pilot in estimating not

only the present airspeed but the trend of the airspeed.

There are three sources of actual “feel” that are very

important to the pilot. One is the pilot’s own body as

it responds to forces of acceleration. The “G” loads

imposed on the airframe are also felt by the pilot.

Centripetal accelerations force the pilot down into the

seat or raise the pilot against the seat belt. Radial

accelerations, as they produce slips or skids of the airframe,

shift the pilot from side to side in the seat.

These forces need not be strong, only perceptible by

the pilot to be useful. An accomplished pilot who has

excellent “feel” for the airplane will be able to detect

even the minutest change.

The response of the aileron and rudder controls to the

pilot’s touch is another element of “feel,” and is one

that provides direct information concerning airspeed.

As previously stated, control surfaces move in the

airstream and meet resistance proportional to the

speed of the airstream. When the airstream is fast, the

controls are stiff and hard to move. When the airstream

is slow, the controls move easily, but must be deflected

a greater distance. The pressure that must be exerted

on the controls to effect a desired result, and the lag

between their movement and the response of the airplane,

becomes greater as airspeed decreases.

Another type of “feel” comes to the pilot through the

airframe. It consists mainly of vibration. An example

is the aerodynamic buffeting and shaking that precedes

a stall.

Kinesthesia, or the sensing of changes in direction or

speed of motion, is one of the most important senses a

pilot can develop. When properly developed, kinesthesia

can warn the pilot of changes in speed and/or

the beginning of a settling or mushing of the airplane.

The senses that contribute to “feel” of the airplane are

inherent in every person. However, “feel” must be

developed. The flight instructor should direct the

beginning pilot to be attuned to these senses and teach

an awareness of their meaning as it relates to various

conditions of flight. To do this effectively, the flight

instructor must fully understand the difference

between perceiving something and merely noticing it.

It is a well established fact that the pilot who develops

a “feel” for the airplane early in flight training will

have little difficulty with advanced flight maneuvers.

ATTITUDE FLYING

In contact (VFR) flying, flying by attitude means visually

establishing the airplane’s attitude with reference

to the natural horizon. [Figure 3-1] Attitude is the

angular difference measured between an airplane’s

axis and the line of the Earth’s horizon. Pitch attitude

is the angle formed by the longitudinal axis, and bank

attitude is the angle formed by the lateral axis.

Rotation about the airplane’s vertical axis (yaw) is

termed an attitude relative to the airplane’s flightpath,

but not relative to the natural horizon.

In attitude flying, airplane control is composed of four

components: pitch control, bank control, power control,

and trim.

• Pitch control is the control of the airplane about

the lateral axis by using the elevator to raise and

lower the nose in relation to the natural horizon.

• Bank control is control of the airplane about the longitudinal

axis by use of the ailerons to attain a desired

bank angle in relation to the natural horizon.

• Power control is used when the flight situation

indicates a need for a change in thrust.

• Trim is used to relieve all possible control pressures

held after a desired attitude has been

attained.

The primary rule of attitude flying is:

ATTITUDE + POWER = PERFORMANCE

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