"Well Chosen Words." (Part Two)

CLICK HERE for Part One.

Say What? (continued)

......Last, but by no means least, comes the consideration of emergency contingencies. This may include an engine failure on the runway, or after take-off. What landing options lie ahead should the need arise and at what point and height does a return to land at the airfield become a possibility? Significantly, what are the vital actions and critical airspeed to maintain in this situation? Discussing the emergency situation lastly leaves those key points freshest in your mind should the added pressure of a problem arise. Obviously, the emergency plan will vary depending on such factors as the number of remaining engines in the case of a failure and the weather in the area. Hence, look at your plan realistically.

At the other end of the flight, the descent and approach phase is worth briefing and again it is best to follow a relevant order. Ideally, such a brief should be completed well in advance of commencing the descent. Start with the potential threats for the descent and in the terminal area. Terrain is always worth considering as a threat when you’re descending towards it. Review the ATIS, QNH and prevailing weather conditions as this will also provide some insight into the conditions you are likely to be confronted with. Review the descent profile in terms minimum safe altitudes and circuit joining procedures, before considering the approach to land. Revisit the flap setting to be used, the approach speed, the runway length available and where you anticipate turning off to taxi to the parking area. Importantly, examine the go-around situation. How will it be flown, what fuel will be remaining and what options are available in the event of a missed approach? What's my fuel status and options should I 'go-around'? Flying the missed approach should be thought of in terms of the actual aircraft handling as well as the flight path to be flown. With top of descent to the potential missed approach covered, pilot and aircraft are prepared to start heading down and reunite with the runway ahead.

Multi-engine aircraft and Instrument Flight Rules (IFR) offer more variables. On take-off, you are not likely to make a visual return to land if the cloud base is 200 feet above ground level, so setting up the navaids and having the relevant approach plate at the ready may be prudent in this instance. However, there is no need to brief this approach at this time. Conversely, when considering an instrument approach prior to descent, it is very relevant to thoroughly brief the approach and airfield lighting as well as confirming the readiness of the navigation aids. The weather at the minima also obviously plays a critical role in IFR and should be assessed to give some indication of what will be seen should ‘visual reference’ be attained right at the minima. For instance, in a strong crosswind and lowered visibility, looking straight ahead might lead to not sighting the runway which is now relatively offset.

Regardless, of the relative simplicity or complexity of the operation, the briefing should remain practical, ordered and relevant to the phase of flight. Many commercial flight providers will define the content of the briefing in their ‘Standard Operating Procedures’, but for the individual, the choice remains in their hands.

Speak Up.

As a point of technique, briefings should be spoken out aloud. This is obvious in the multi-crew scenario as the information is there to be shared. Equally importantly, the briefing offers the opportunity for other crew members to raise questions and point out any omissions. Through an open briefing technique, all of the flight crew are able to be ‘on the same’ page and not guessing the next move of the pilot flying.

In single pilot operations, there are also definite benefits in briefing out aloud. It may seem strange at first, but the spoken word will allow the content to also be absorbed aurally and not merely through the ‘mind’s ear’. This provides another layer of consolidation to cement the details in the mind. That is not to say that the briefing needs to be yelled out, but a quiet review to oneself will serve the briefing better. When flying with passengers, obviously keep the audio level down as words like ‘engine failure’ can tend to alarm them. However, if simply taking a friend for a flight in the front seat, explain to them what you’re doing. In much the same way as you explain the emergency exits to them, reviewing your plans is a case of preparing for every situation. Passengers will often be reassured by such thoroughness, as this is in line with briefings on an airliner.

Supporting briefings, pilots may also choose to have a simple check-list to assure that they have covered the content. Additionally, there is a real benefit to be derived from ‘touch-drills’ for such manoeuvres as an engine failure after take-off. Point at the best glide speed, touch those points associated with the emergency and the flap lever in unison with your words. It is a quick but very effective means of reviewing a very critical manoeuvre. Ultimately, the technique adopted will be the one with which the pilot is most comfortable and most likely to recall from day to day. Keeping the format constant will assist in guarding against omissions, maintaining a flow and keeping it concise.

Well Chosen Words.

Briefings are a mandatory component of standard operating procedures in airline operations. However, they need not remain the domain of multi-crew flight decks, nor are the benefits limited to heavy jets. Every pilot in every cockpit stands to gain from an enhanced level of mental preparedness. Keeping the content of briefings concise, ordered and relevant will allow critical points to be refreshed in a pilot’s memory without the pressure of a critical flight phase bearing down upon them.

Briefings are a relatively simple task, which when practised will become a small but vital tool in the pilot’s kit bag. They are not a major burden upon time or resources, but in the heat of the moment a successful outcome may well result from a few well chosen words.

                           "Be Prepared." (Part Two)

                                            Click HERE for Part One.

A Personal Preflight. (cont.)

.....Ensuring that all licences and ratings are up to date is a basic responsibility, but equally critical is the matter of currency. Currency can be precisely defined by regulations, but these must be seen for what they are; base level requirements. Only you know if you are satisfied with your level of currency and comfortable to strap loved ones into the seats behind you. Are you clear on your engine failure procedures? How long since you last flew a go-around? There is legally current and genuinely current; ensure the latter is always the case.

Personal fitness is also too often overlooked. Head colds and blocked ears are an obvious indicator of inadequate fitness to fly, but it is the more subtle issues that can sometimes slip beneath the radar. Inadequate or restless sleep, pressures at home or the office can all impinge upon a pilot’s performance without manifesting in the form of straightforward symptoms. Yet these silent ailments are no less threatening to flight safety than their diseased counterparts are.

Whether it is our level of knowledge, currency or fitness we need to be able to step away and logically assess whether we are up to the task of flying. If there is any doubt, our responsibility is to stand down. As such, these assessments are best made well before the flight as there is added pressure as we stand at the airport with the aircraft on the ramp and our passengers waiting expectantly. Furthermore, the earlier we assess our preflight readiness, the more time there is to rectify the situation.

A State of Readiness.

In addition to self-assessing the fundamental issues of readiness, there are numerous common sense preflight strategies to ensure that the flight goes as smoothly as possible.

At the forefront is time management. Anything that can be calculated, organised, studied, flight planned, booked or scratched before arriving at the airfield is an opportunity to alleviate the load on the day you go flying. Additionally, by attending to these matters well in advance permits the exercise to be unrushed. A review of the weather or NOTAMS the night before may avoid surprises and offer time to plan alternative strategies. Time is critical and very few sound decisions are made in haste. This theme carries through to the day of the flight. Allow for bad traffic driving to the airport, allow additional time for flight planning and readying the aircraft. A pilot shouldn’t be racing around or the body will be in the cockpit with the mind still at the briefing office.

‘Armchair flying’ is another technique to fine tune flight management away from the aeroplane. We’ve all seen aerobatic pilots standing alone, arms out and ‘flying’ their routine through their minds eye. For emergency drills, envisaging scenarios before they eventuate can reduce the shock value and potential confusion that may result from an event such as an engine failure. Reviewing the vital actions in the comfort of your home and re-briefing them before take-off will go a long way to providing clarity of thought and executing the appropriate actions should the unthinkable occur. Airline pilots frequently armchair fly ‘engine out’ manoeuvres or other emergency procedures, particularly as they prepare for simulator sessions. The same benefits are there for all pilots in rehearsing procedures to the point that they become second nature. Again, this frees up some of that finite ‘brain space’.

Cockpit organisation is also too often overlooked. Ensuring that ALL of the charts are on hand, along with licences, pens, flight plans and so on can be done well before flight time. Devise a system where the same items are stored in the same compartments of the flight bag, thus not only highlighting any absences but also permitting blind access on a cold, wet night in turbulence. The same applies to stowage in the cockpit; item must be secure and accessible. If you drop a pencil, have another, have your charts folded and ready to go at your fingertips. Flight decks are not for foraging.

Whatever the preflight strategy may be, simply having one puts the pilot ahead of the game. There will always be instances of last minute changes and the best laid plans going awry, but being timely and organised will even offset some of this drama. Even so, do not permit yourself to be rushed or pushed into a corner beyond your own zone of comfort and competency. As every preflight transitions into taking flight, as a final check the pilot should ask, “Am I ready?” If the answer is “no”, it is never too late to walk away in the interests of safety.

Be Prepared.

Whether flying professionally, or for leisure, there will always be responsibilities and duties requiring attention. With equal certainty, at the heart of flying for every pilot there should be a great degree of enjoyment.

To ensure that this occurs, pilots need to eradicate as many pressures and stresses as they possibly can well in advance of taking to the air. A sound approach to pre-flight preparation and the development of personal strategies and organisation will go a long way to meeting these goals. With as many issues addressed as possible, it will free up mental capacity to cater for unexpected eventualities and manage the flight with a minimum of stress and also allow some gazing beyond the cumulus and the contours below. After all, we have the best seat in the house.

The Practical Pilot. Friendly Words of Warning.