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Learn from the Autopilot

By Stephen Pope / Published: Dec 04, 2012
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If you’re ever piloting an airplane type that’s new to you and you’re curious whether the flight attitude you’ve chose to maintain on an instrument approach is ideal, here’s a quick and easy way to find out.

Set yourself up at the power settings you’d normally use to hand-fly the approach and then engage the autopilot in Approach mode. Note the flight attitude, as well as changes in pitch as you alter the configuration by selecting gear down and flaps. Get a feel for how the airplane behaves under the watchful eye of the autopilot, and you’ll also learn how you should be flying approaches with the autopilot off.

You can also gain a sense for proper roll rates using the autopilot in airplanes with which you don’t have prior experience, as well as the descent profiles on nonprecision approaches. It will usually take only one full approach with the autopilot engaged for you to have a good idea of how the airplane likes to fly.

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iused2fly's picture

Can me a cynic, but "how the airplane likes to fly"? Had you described how the plane is designed to be approached on instruments, that would be a lot more useful than a folksy attempt at ascribing human qualities to an inanimate object.

Gotta go Stephen, my electric razor is telling me how much stubble I should leave.

Happy landings and happy holidays!

Douglas M
Surrey, BC

Mtweiss's picture

I politely disagree, Douglas. The photo (coincidentally) shows my exact panel in my Cirrus SR22 and my new DFC90 autopilot. (And before I hear the inevitable comments about "newbie" pilot with no real experience flying airplanes) I have 1300 hours, am instrument rated, and I also own a J-3 Cub and a Fleet Finch biplane - so I know what my feet are for. I had a Searey experimental, a Cherokee six, a Maule M7, a 182 and a Piper Cherokee 140 as my first bird. And prior to the SR22, I flew all of the above from a 2100 foot strip. This is my first real flight director and Stephen's suggestion (to let "George" fly the ILS approach) and observe various power and flap settings, is a good one. Averaged out over a few dozen such fully coupled ILS approaches allows a fancy handwritten note pad and pencil scribblings of power settings and flap configurations for various speeds and rates of descent on the ILS as "suggested" by the autopilot. Using that variable calculus nails your glideslope very accurately -especially when using the flight director - and aside from normal wind corrections, hand flying an ILS patterned after the autopilot feedback is a piece of cake.

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