Creating a Diversion (Part One)

By Owen Zupp

In aviation, as in life, things do not always go to plan. Despite one’s best efforts, intentions and preparation, events can still unfold that call for a change in strategy. When these events take place aloft, pilots need to be able to adapt without undue delay and exercise the options available to them. Under the high workload environment of the cockpit, there is a certain skill set required to successfully execute an in-flight diversion.

Be Ready for Anything.

I recently had cause to divert to an alternate airport in a Boeing 737 as the weather at the destination deteriorated rapidly mid-way through the flight. Only a week earlier, an aircraft had become disabled on the runway, also forcing the thought processes to consider the available options and ready the aircraft to divert elsewhere. Fortunately, in this instance the aircraft was cleared away and our flight arrived as planned, if not as scheduled. Obviously, operating an airline transport category aeroplane has the benefits of auto-pilots, flight management computers (FMC) and multi-crew to alleviate the workload. However, in both cases, it was striking how the principles and considerations of planning these diversions were common to those basic pilot training exercises so very many years ago.

The first thing to consider is that diversions are extremely varied in their nature. Everyone is familiar with the copybook flight-test diversion to the degree that you can almost guess where and when the change in plan will take place. In the real world of the VFR pilot, the cause is not always so clear-cut. Deteriorating weather is the traditional foe, while a passenger’s deteriorating health may offer far less warning. An aircraft serviceability issue may call for an expedient landing or a ‘wheels up’ landing by another aircraft may take out the only available runway at the destination. Perhaps the diversion is not to a new destination, but a divergence from the planned track to avoid some isolated weather.

As with all aspects of flight, a great deal can be achieved with thorough pre-flight preparation, before the workload of the cockpit has even started. A simple diversion consideration can relate to the destination airfield, should it only be serviced by a single runway. In these cases it is always worth having the required fuel to reach an alternate airfield as any number of occurrences could render it out of action. For the greater part of the journey, consider the planned route and then expand the perspective to include nearby airports. The level to which this consideration is detailed can be matter of personal choice and available time. At the very least, draw a reasonably sized circle around each airfield as this will enhance situational awareness and offer a ready appreciation of the distance from any particular airport at any particular stage of the flight. Some choose to draw a compass rose on the circle, while others will include basic facts such as elevation, runway direction and radio frequency; it’s your choice.

In pre-flight planning, review the weather and NOTAMs for these proximal airports to guard against a worthwhile diversion to an unavailable airfield. Similarly, consider the location of controlled airspace or active restricted areas in this planning phase. Highlight any significant restrictions in your planning notes so that are at the ready should an in-flight change of plans take place. Similarly, organise your cockpit, charts, pencils and plans before you taxi as this equipment will all be needed to be accessed without fuss in flight. Even without concerted effort, these simple measures will begin to formulate an enhanced appreciation of the route you are to fly, which is a definite advantage when the unexpected takes place enroute.

Decisions, Decisions.

Often the most difficult part of the diversion is the initial decision to go elsewhere. The pressure to ‘push on’ beyond a safe point can often be exacerbated by pride or the desire not to disappoint the passengers. Alternatively, some folks, even pilots, can tend to procrastinate and forge on aimlessly rather than taking action. Whatever the circumstances, the safe conduct of the flight rests squarely on the shoulders of the pilot-in-command and any operational decision must be made in a safe, timely and measured manner.

Firstly, consider why diverting is an option. Is the weather progressively reported as worse than the forecast or is there rising suspicion that the fuel in the tanks will not be enough to arrive safely with reserves? Overall, if the facts are enough to evoke genuine concern, then there is a solid reason to divert to another available airfield, get on the ground and sort out the issue on the safety of Terra Firma. While conservative, an early decision is generally a good decision. And always remember that an early radio call to the Flight Service facility is a wise move if the situation, particularly weather, is starting to cause a degree of doubt.

Even so, all decisions should be made on the foundation of fact, so gathering in the available information may take a little time. It is here that the pre-flight observance of alternate airfields starts to pay dividends in the workload stakes. Consider your options in a measured way, but never ignore flying the aeroplane; it must always remain the first priority. Distraction can pose a real threat in these situations and the flying conditions may already be ideal by virtue of the weather necessitating the diversion. Stay in control, ensure there’s adequate fuel in the tanks and maintain safe clearance with the terrain; these are three potential killers that stalk the pilot under pressure.

The speed with which the decision is made may ultimately be determined by the circumstances on the day. A wall of water falling from the heavens ahead, or an incurable rough running engine will call for action without delay. However, if the issue is a disabled aircraft at the destination on a fine day with hours of fuel in reserve, the decision may not have to be so time critical, such that the diversion takes place from overhead the destination. Whatever the time frame may be, once the decision is made get the plan into action without further delay.......

Check back soon for the conclusion of "Creating a Diversion".

"Flying the Airbus A380." (Part Two)

By Owen Zupp.

CLICK HERE for Part One.

Laws of Protection

A key Airbus philosophy is its ‘Laws of Protection’. A mantra to Airbus fly-by-wire crews, these laws incorporate a series of flight mechanisms that define the boundaries of the flight envelope and protect the crew from exceeding it in an unsafe manner. These protections are designed to prevent the aircraft being stalled, taken over-speed, over-banked or accelerated beyond the limiting speeds for flaps. The first example of this function occurred after takeoff when the normal act of flap retraction was ignored as the aircraft accelerated. On reaching 212kt, without any pilot input, the flaps begin the process of retraction to protect themselves from the stresses of excessive airspeed.

The progress of the retraction can be followed on a schematic display in front of the pilot. With the flaps retracted we climbed out over western Sydney and flew a series of general handling exercises. The intuitiveness of the side-stick was really beginning to settle in by this time. The ease was aided by a flight guidance system referred to as ‘The Bird’ that indicates the aircraft’s trajectory, independent of body angle. If you place ‘The Bird’ on the horizon bar, you will maintain level flight with a minimum of effort. In the turn, there is no need to hold in back pressure or trim the A380 until the bank angle reaches 33 degrees. Beyond this angle, back pressure is required to be held in as a reminder to the pilot that he is beginning to enter a phase of flight beyond the everyday boundaries. At 67 degrees of bank, the aircraft refuses the request to bank the aircraft any further regardless of control inputs.

At both ends of the speed envelope, the A380 also draws a line in the sand. Maintaining level flight, the thrust levers were closed and the aircraft decelerated towards its lowest safe speed (Vls), through the amber warning bars on the speed tape towards the red indicator of the stall speed. With the thrust levers still retarded to the stops, the auto-protection is initiated and the engines spool up to maximum thrust and will not permit you to stall the aircraft. If you had the speedbrakes extended, the system would have retracted these also. Once the aircraft senses the side-stick commanding an angle of attack below the critical angle, the pilot regains control of the aircraft. It all seems to straightforward.

Similarly, at the high speed end of the regime with thrust on and diving towards the red ‘barber’s pole’ of overspeed territory, the system allows a momentary overshoot into this realm before acting. Again, independent of thrust lever and side-stick position, the aircraft reduces thrust and pitches its nose up to return the A380 to a safe operating speed until the pilot’s actions once again indicate that he is heading in the right direction. In the early days of Airbus, these ‘Laws of Protection’ had been an area of some confusion for crews. Two decades have now passed and the logic they employ is better understood.

As a first timer I was suitably impressed, no more so than when I was encouraged to stall the aircraft on final approach in the landing configuration with the thrust levers closed and full aft and roll input. We should have fallen out of the sky, but despite my best efforts the A380 powered up, limited my bank angle and carefully set the pitch attitude to recover. I entered a climbing spiral to safety on short final and the rooftops below gradually became more distant. Did it feel natural? No. Was it amazing? Absolutely! Yet no system relieves the crew of their fundamental responsibility to ‘fly the aeroplane’ and respect that “Power + Attitude = Performance”.

When it goes wrong.

Repositioned at Sydney, we set about testing the A380’s engine out performance and handling with an engine failure on takeoff at V1 and the subsequent management of the event. As Rob Ford called “V1” the tell tale swing indicated that one of the Rolls-Royce Trent engines had failed. The rudder input to keep straight was minimal and when Rob called “Rotate”, the nose was easily pitched to a slightly lower than normal 10 degrees up and the climb away commenced at a very acceptable rate. The engine failure turned out to be an outboard engine, which naturally induces a greater yawing moment, yet only moderate control input was required by virtue of the large rudder on the A380’s enormous fin. The input needed for a failure of an inboard engine must be almost negligible, though this wasn’t experienced on the day.

At a safe altitude and with the autopilot engaged, we set about addressing the engine failure. The Electronic Centralised Aircraft Monitoring (ECAM) pops up onto the central screens automatically in the event of a non-normal situation in conjunction with the appropriate system display. It leads the crew through the required checklists and actions in a very ‘user friendly’ manner as they set about resolving any failure that may occur – in our case the engine failure. It doesn’t replace the pilot’s need to remain unrushed and manage the situation, but what it does offer is the best available information to support the process in a very logical format.

With the problem addressed, we restarted the engine and made our approach to land back at Sydney. We took in some mandatory sightseeing over the harbour city and the visuals are just as you’d expect from a simulator of this generation, with the landscape not only accurately portrayed, but casting shadows as well. The approach itself was like much of the flight – very stable and controlled with minimal pilot inputs. In fact it all seemed to evolve very slowly as once again; the speeds for this vast aircraft are relatively low. As the runway loomed large in the window and the radar altimeter started to call out my height, I began to check the descent at about 40 feet as briefed by Rob. Looking ahead the aircraft settled onto the runway with a minimum of fuss and I reached down to deploy reverse thrust. Interestingly, by virtue of the lower speeds and braking system, the A380 only possesses reversers on the inboard engines. Even so, we pulled up after a surprisingly short ground roll. The fun had come to an end.

A Big Future

The arrival of the Qantas A380 in Australian skies created a decided buzz. I consider myself very fortunate to have the opportunity to experience a flight in the simulator of this amazing aircraft. There has been a great deal of thought in the design of the flight deck and systems to present a pilot-friendly workplace. Its quieter noise footprint is sure to be popular in an ever more environmentally conscious and curfewed community. For one Boeing pilot, the mystery of the ‘Laws of Protection’ were dispelled and replaced with a genuine sense of respect. This mammoth of the skies is equally at home at high altitudes or low approach speeds and is guided around the skies more with finesse than force. Its flight characteristics seem to ooze simplicity and are ably supported by its systems and redundancies. Even the side-stick is no longer a spectre. It is intuitive, simple and all about subtlety. For me there is absolutely no temptation to bend this side-stick past the limit of its gimbals.

The Glass Revolution

By Owen Zupp

The era of digital avionics and glass cockpits is undoubtedly upon us. From Boeings to Beechcraft, the traditional dials are making way for dominant screens presenting a wealth of data with a tremendous visual impact. But are we mere mortals keeping pace as well?

The Decision.

The decision for an aircraft or fleet owner to move into the era of glass cockpits is, in the first instance, a practical one. The costs must be weighed against the benefits and the budget balanced against the available hardware. For pilots without a direct financial interest, the upgrade of equipment and new gadgetry is almost unanimously welcomed.

Before taking the plunge, it is worthwhile assessing the aircraft to which the new equipment will be fitted. Whether the new flight panel is to supplement the VFR operation of a private aircraft or form the information hub for an IFR workhorse may well determine the style and cost of instrumentation that is needed. Also, is the airframe or engine on their ‘last gasp’ and would a new flight panel be a classic case of over-capitalisation? Perhaps the desire for a new cockpit is actually a catalyst for a fleet renewal or upgrade. In this case, the ever expanding range of low time aircraft with factory fitted EFIS may be an option.

However, if breathing new life into an existing aircraft is the more viable scenario, then those glass units suited to retrofitting should be sought out.  The Aspen ‘Revolution’ range is specifically designed to be slotted into the circular voids vacated by the traditional dials, while Bendix-King’s ‘Apex Edge’ series have dimensions that comfortably fill the space normally consumed by a standard panel.

The purchase price of these units are significantly less than some of their larger more fancied competitors, but even so, labour costs must be factored in. Retrofits in these relatively early days can be labour intensive and not without hiccups. It is well worth researching an avionics specialist who has experience with the type of equipment you are seeking to fit. Their experience will reduce the man hours involved and they have probably seen any potential issues previously.

Ultimately, EFIS will become the dominant format in cockpits of all levels. As the numbers in glass grow and those aircraft with clocks and dials shrink, the balance of costs will reverse to the point where ongoing maintenance of traditional instruments will far outweigh the costs involved with the ‘new generation’. The point at budgetary requirements and operational tasking dictate the change-over to a glass cockpit will rest with the individual owner and operator.

A Brave New World.

The rapid emergence of glass cockpits at all levels of aviation is partly about technology and partly about philosophy. Humans have a tremendous capacity to advance technology, sometimes without considering why and frequently before implementation is adequately planned. The modernisation of cockpits can be seen as such a case.

The rapid emergence of glass cockpits at all levels of aviation is partly about technology and partly about philosophy. Humans have a tremendous capacity to advance technology, sometimes without considering why and frequently before implementation is adequately planned. The modernisation of cockpits can be seen as such a case.

A core philosophical argument that commonly arises relates to the training of students on glass from their very first lesson and whether they are losing their ability to truly fly the aeroplane. There is little doubt that when placed in a pilot’s seat and confronted by general aviation’s equivalent to a big-screen TV, the effect can be distracting, if not absolutely hypnotic. Beyond basic flight information, there is a world of moving maps, traffic awareness symbology and synthetic vision technology; all presented in impressive full colour format!

In a skill set that has traditionally called for ‘eyes outside’, an appreciation of the real horizon and phrases like ‘seat of the pants’, the new technology doesn’t quite gel. It is offering far more data, but is it dragging the attention away from the real world and losing critical information in the background hash of ‘bells and whistles’? The short answer is yes and no.

The wealth of information becoming available through the new systems can only serve to enhance the overall situational awareness of the crew and this is a very good thing. The shortfalls lay more in the interface with the human operator. Varying formats and switching, small displays and low background lighting are all issues that surface from time to time and model to model. The ‘standard six’ have made up traditional instrument panels for decades and cockpit cycles, instrument scans and checklists have all been based on this format. Now, in a period of rapid development, pilots are being asked to modify the previous skill set that has been ingrained from lesson number one. It is not merely a training exercise, it is a cultural shift.

It can be successfully achieved however, as evidenced by the implementation of glass and Airbus philosophies at airline level and the Metric system in everyday life. The generation caught in between will always have the greatest challenge, whilst the new minds will adjust their personal base line to the new standard and run with the technology. Whether this new “base line” compromises fundamental pilot skills is a moot point in some regards as the change will happen regardless of any protestations. What needs to occur is a training philosophy that seeks achieve the correct balance of basic flying skill retention while managing all of the resources that are now available.......

Check back soon for the conclusion to "A Glass Revolution."

Please,Think About It.

By Owen Zupp

From the outset, I’d like to say that this blog went very close to being called, ‘Airmanship’. However, I neither wanted to shrink such a significant topic into a relatively small space, nor did I want mislead the readership when the point I wanted to make was the relative absence of airmanship. You see, I was recalling a day some time back when I witnessed some acts that made my hair curl. And I’m as bald as they come!

What is even more sobering is that the time frame in which these unsavoury events occurred. I was flying a relatively low performance aeroplane which was to be the subject of a written review and by low performance I mean single-engined, fixed undercarriage and a cruise speed of around 110 knots. Nevertheless, this was typical of the category of aircraft arriving as I re-joined the circuit area to fly a variety of differently configured circuits.

The first incident was relatively benign as the aircraft ahead of me landed with inadequate clearance while the preceding aircraft was still on the runway. I shook my head, but was not overly shocked. As I flew downwind on the next circuit, an aircraft flying a very standard circuit had broadcasted his position and intentions in a very standard manner. As he called on ‘final’ a departing aircraft called “rolling” on the same runway. The problem was that this aircraft was still about 200 metres from actually being on the runway. Regardless of the warnings, he broadcast “Too late, mate!” and pulled out in front of the landing aircraft who prudently conducted a go-around. By the time I turned downwind for my final circuit, the offending aircraft was now overhead the traffic pattern and I suspect conducting a sales demonstration flight. With minimal clearance from the circuit traffic he was turning, stalling and generally throwing the machine around the sky. I should stress that there was miles and miles of clear air away from this rural airfield he could have chosen to use.               

To add to the congestion, my downwind call was quickly followed by a higher performance Mooney joining the circuit behind me. I re-affirmed my aircraft type and performance to subtly suggest to the pilot that he might like to slow down, but his circuit calls kept coming and it was evident that he was getting closer and closer. He was obviously right behind me on final approach and when I landed I looked back over my shoulder as I turned off the runway and onto a taxiway. There he was a couple of hundred metres behind me, on the runway and enveloped in a huge plume of blue smoke emanating from his tyres. Personally, I suspect he landed with his feet on the brakes such was the pall of smoke.

I parked my aircraft clear of the runway for a static photo session and caught this chaps radio call on the Unicom frequency that confirmed he hadn’t read his ‘Notices to Airmen’ either. One final point; the aircraft the had rudely lined up in front of the landing aeroplane earlier was now sitting forlornly off the runway amongst the grass and its pilots were walking away. I do not know the reason why, but it was not the scheduled arrival plan.

All of these events took place in the space of a few circuits. All of them were totally avoidable and were solely caused by poor management by their pilots. With the exception of the aircraft running off the runway, they were not directly attributable to poor manipulative skills, but more in line with poor airmanship. The Mooney could have lowered his landing gear earlier or widened his circuit slightly, while holding short of the runway or going around would have solved the problems of the other two offenders. Forward thinking, simple manoeuvres and early decisions would have solved these issues. Sometimes airmanship is little more than common sense and good manners and yet those two skills also seem to evade a number amongst us.

And it is not just the private pilots at fault. Airliners can at times be at fault, taxiing too fast, cutting taxiway guidance lines or pushing on with approaches to land even when the aircraft is not really in a stable position to do so. Granted, some incidents are the result of the pilot ‘getting behind’ the aeroplane and not managing it in a timely fashion. However, sometimes it is simply a case of rushing or straight out laziness.

As pilots, more is expected of us than the average motorist and those who fly with us as passengers have a higher level of expectation too. They entrust us to always take the safe and conservative option. They respect that as pilot licence holders we have jumped through the rigorous hoops to be deemed fit and safe to fly with. I would suspect that after most of the aforementioned incidents, the passengers were still unaware of the danger or given some rationalised half-truth by their pilot. And I use the term ‘pilot’ extremely loosely. So many incidents are totally preventable if a conservative decision is made early in the piece, or as I say, “If in doubt, bug out!” There is no shame in conducting a go-around, waiting for a stream of aircraft to land before you depart or choosing to hold away from the circuit area until the traffic decreases. Moreover it is sound airmanship.

Airmanship starts in the planning phase and carries through until the aircraft is locked away in the hangar. Rather than an onerous duty, it should be seen as one more skill that pilots need to possess in order to take care of their aircraft and passengers. I don’t mean to sound judgemental and if I seem frustrated by the actions of these pilots, it is because I have attended too many funerals of experienced people who have chosen poor options for very little reason. To name a few, scud-running beneath weather in an IFR aircraft, conducting unauthorised low-level flying and intentionally operating their aeroplane beyond the scope of its design. These were not incidents of bad luck, more to the point they were pushing their luck beyond the bounds of airmanship. There are enough genuine threats lurking out there without introducing a bagful of our own. Next time the developing picture starts to raise some questions, pause for a moment and really think about it. Please, think about it.

Safe Flying.

"The Value of Currency." (Part Two)

By Owen Zupp.

CLICK HERE for Part One.

......Re-assess the difficulty you encountered on the previous occasion and how it may have been avoided. Slowing the aircraft down earlier and selecting flap may have offered some breathing space, reviewing the taxiways before engine start may have saved some confusion. Whatever the issue, consider the risk and mitigate against it occurring again. As always, rehearsing by ‘armchair flying’ can offer a great means of mentally preparing for busy phases of the flight. If it’s good enough for aerobatic champions and Red Bull Air Race pilots, then it’s good enough for us mere mortals.

Also, review the flight ahead, just as if it was a flight test. Consider not only the operational perspective, but the procedural items and aim to get those calls and checklists just right. Re-visit the handling notes for your aeroplane and ensure that the crucial numbers are in your head. If flights are few and far between, use the opportunity to brush up on any changes that may have occurred in the intervening period and a chat with a flight instructor could be worth its weight in gold. Furthermore, it is vital to make every minute count when the meter is running. That is not to say that the flight should be all hard work, but it should be productive as well as enjoyable.

Making the Most of the Minutes.

With all of the ground aspects covered, the time has come to maximise the benefit of the actual flight. While there is great satisfaction to be found in the safe carriage of passengers, ensure that adequate flights are planned to be flown solo. Solo flight facilitates the ability to conduct exercises such as glide approaches and also permits full concentration without the distraction of passengers.

Rather than a mere series of take offs and landings, plan a sortie that encompasses as many tasks as possible. Once you have committed to going flying and you are paying for start up and taxi time, there is actual value in extending the flight a little more to maximise the content. Too often certain manoeuvres only see the light of day at periodic reviews. While they should obviously be flown to enhance handling, a pleasing by-product is a sound state of readiness when the flight review ultimately rolls around again.

The format of a solo session may include a normal departure, then cruising to the training area through a combination of normal, slow and high speed cruise. Perhaps a segment within the 'white arc' with a stage of flap extended as preparation for those circuit situations where a slower preceding aircraft has gone wide. Established clear of the circuit and at a safe height, some steep turns to the left and right, followed by a practise forced landing. Consider your fuel status and consider changing tanks before returning to the circuit via standard joining procedures and flying a mixture of normal, STOL and flapless circuits. Make the first one a normal touch and go to re-establish the base line clearly in your mind and make the final landing to full stop a short field approach to remind you how much runway is actually used.

In all sessions conduct a go-around. It is a very under-valued manoeuvre that can be called for under any number of circumstances. Even from a perfect approach, a runway incursion can necessitate a go-around, similarly, it is the safest solution to an untidy approach or unsatisfactory landing. If in doubt; bug out! The ability to conduct a safe missed approach is a tremendous ace up the sleeve and should be part of a pilot’s armoury at all times.

Such a session as described offers a very good workout; far more so than simply a session of circuits. The individual pilot may wish to bias the format to suit their own areas of weakness, but regardless it should be a rounded exercise in handling and procedures. Such a session can comfortably be achieved in a little over an hour if it is planned and time is not wasted dawdling around wondering what comes next. Make your flying count, it may not be frequent, but it can still be of quality.

True Value.

Even with a genuine effort to maintain relevant, quality currency, skills can erode with time. For this reason it is a sound investment to fly with a flight instructor periodically to assess your standard and to offer advice. Before the flight, let the instructor know what you wish to achieve from the flight and even present the format that you’d like to fly. Not only will a quality flight be the result, but the fear and loathing of flight reviews will subside.  

Private pilots are not the only ones who reap the benefits of a dual check. Highly experienced commercial pilots recognise that the relevance of their current operations may not prepare them ideally to take the family for a leisure flight in a light aircraft. They are the first to recognise the importance of recency and seek the counsel of a youthful instructor with his finger on the relevant pulse.

Much of flying is about enjoyment and this can be greatly enhanced by a degree of confidence and proficiency. Maintaining a level of proficiency is always difficult in the face of fiscal reality, but that being said, it is no excuse for cutting corners. Every flight should be treasured. Plan it thoroughly, maximise the value of the air time and then honestly review your performance once the aircraft has been tied down for the night. These are the hallmarks of a good pilot and the means by which one’s standards can improve.

It is one thing to be highly experienced, but just as in life, age is no guarantee of wisdom. Maintaining a quality of skill and airmanship calls for far more than meeting bare legal requirements, it calls for thorough preparation and execution. Being recent is not merely a function of dates, take offs and landings. It is a combination of confidence, competence and readiness to cope with all aspects of the impending flight. When this is appreciated, so too is the true value of currency.

"Taking Flight" (Part Two)

Ready?

For many of us, the hardest part of the day is opening our eyes, throwing our legs over the side of the bed and starting the day. Our mind hasn’t quite snapped out of its slumber and our bodies are not yet fully prepared for motion. It won’t take much to get going, but there is that short lag in the lead up to the day. For an aircraft, leaping into the sky is not too dissimilar.

As the aircraft sits in the run-up bay, it may only be minutes since it too has ‘woken it up’. Its temperatures and pressures may be sitting in the lower bands of the dials and its trim setting, flaps and fuel selections may be left over from the night before. It would be pointless and foolhardy to open the throttles in this state and expect with full assurance that the aircraft will perform soundly and safely take us aloft. To this end, the pre take-off sequences are a vital aspect of flight.

Every company and individual will have their own order of events; just as long as there is an order. It will comprise of such components as checklists, engine run-ups and briefing (see "Well Chosen Words") to ensure that pilot and aeroplane are both ready for the flight ahead and in particular the critical take-off manoeuvre that is now imminent. It is important not to rush this process as too often a simple oversight of fuel selection, an unsecured seat or flap setting has brought an otherwise serviceable aeroplane to grief.

This is the last point where the security of the earth still offers limitless options in a comfortable environment. Use the pre-take-off sequences, and a short pause afterwards, to ensure that you are absolutely satisfied that all issues have been addressed prior to take-off. It is often said that it is better to be on the ground wishing that you were in the air, than the other way around. Take a moment prior to each take-off to remember this.

With all bases covered and a serviceable aeroplane ready to go, it’s time to take flight.

Straight Up.

Approaching the holding point, cast one eye to the sky to gain an appreciation of the traffic situation, local weather and anything of interest such as flocks of birds. Confirm that the windsock reflects what you have planned upon and consider how it may affect your take-off. In other words, start gaining a deeper appreciation of the airborne environment that you are about to launch into.

Even with a clearance at a controlled airport, take a good look in both directions before lining up as even Air Traffic Controllers and other pilots can make mistakes. Having attended to the housekeeping of external lights, transponder verifying that you are on the correct runway, the aircraft is now lined up on the centre-line and awaiting for the actions that will convert it from an earthbound misfit to a gravity defying machine.

Everything about the take-off should be smooth. From the gradual advancement of power, to directional control and rotation, there should be a degree of ease in every motion. This is not only sound aircraft handling, but offers a greater opportunity to detect any abnormalities that may arise. While the eyes are predominantly outside, there should be a brief scan of the engine instruments to check for normal indications, noting the RPM to confirm that the required power is being produced. For turbocharged engines, there is always the potential for an ‘over boost’ situation as well. When all is confirmed to be in order, the scan inside should mainly be seeking the critical speeds as the take-off develops.

If you routinely fly the same aeroplane, there may be a gross error check of how much time or how far down the runway it takes to accelerate to a certain speed. This can provide an early warning to a poorly performing engine or a significantly contaminated runway surface.

The Take Off Safety Speed (TOSS) provides a margin over the stall speed and is a minimum speed for lifting off and flying away safely. It may differ from the recommended lift off speed at which the pilot rotates the aircraft into the air, but is always worth committing to memory as a critical speed. Coaxing an aircraft into the air prematurely can leave an aircraft ‘mushing’ along in ground effect with no chance of actually climbing away. Furthermore, it cannot be emphasised enough to follow the manufacturer’s recommended take-off technique as aircraft can have their own idiosyncrasies.

The actually rotation of the aircraft into the air should be smooth and is often quoted as being around 3 degrees per second. Whatever the rate is, the aircraft should not be ‘yanked’ abruptly into the air as this introduces a series of potential issues from tail-strikes to over-rotation and the bleeding of speed at a critical time.

Eased into the air at the correct speed, the take-off will provide the aircraft with the best available performance. In real terms this equates to safety margins on minimum speeds and optimum obstacle clearance at the far end. From there the task involves establishing a safe climb-out and configuring the aeroplane for departure. Just as you handle the aeroplane with ease, approach this task with a measured technique.

What’s the Hurry?

Once airborne, the job is far from over. Vigilance remains an important task and should be spread between flying the aircraft accurately, monitoring aircraft performance, looking out for traffic and being at the ready for the dreaded engine failure after take-off. By virtue of this, the pilot on ‘climb out’ is quite occupied and the workload is high. Throw into the mix a radio transmission or two at an unfamiliar airfield and it can become downright busy.

To this end, there is no hurry to attend to secondary tasks. Jet airliners normally climb to 1,000 feet before they consider reducing power and this isn’t a bad policy when the aircraft is equipped with prop levers either. Why hurriedly turn off auxiliary fuel pumps or retract the take-off flaps unless there is a chance of exceeding their extension speed? Climb the aircraft away from the ground and then begin to converting it into the cruise climb.

There would undoubtedly be a great deal of regret if the wrong switch was actioned or an actual failure took place as the fuel boost pump was flicked off at 300’. After all, it is there to back up the engine driven pump in critical phases and normally, if the engine genuinely fails, one of the first actions is to switch it on. So just leave it alone. And that is not to mention the fact that actioning switches and confirming indications draws the eyes inside the cockpit when they should either be outside or focussed on an instrument scan if in IMC.

In a similar fashion, when a light aircraft with a retractable undercarriage takes off at a major airport with 3,500m of runway, there’s no urgency to retract the undercarriage. If the engine stops, you’re landing ahead so you might as well already have the gear out and not sweat on it extending in time in an emergency. A number of pilots call “runway away, gear away” as the upwind threshold disappears under the nose.

Like the take-off roll and rotation, the climb out and re-configuration should be done with method and forethought, not haste. Consider the variables well before you advance the throttles and the departure will unfold far more smoothly. Aircraft should be flown and not merely pushed around without giving consideration to handling and consequences. It is just one more area of airmanship that separates flight from so many other activities.

Taking Flight.

The take-off is a relatively simple manoeuvre which constitutes a critical phase of flight. It is one of those aspects of aircraft handling that is easy to do, but easy to do badly. What further compounds the challenge are the seemingly endless variables that can impact upon the take-off sequence.

In "Taking Flight" (Part Three), we will examine a range of normal conditions and dire emergencies that can directly affect the way in which an aircraft takes to the air. From subtle safety strategies to countering different conditions we will see that there is more than one way to take flight.

Safe Flying!

Check back here soon for Part Three of "Taking Flight."

"Going Solo!"

If you look closely at the photo above, you’ll see a small lad peering over the cockpit’s edge. Leather helmet and goggles still in place, he had just been aloft when his equally excited father snapped this image. For me, it is one of my favourite photos as it captures the collision between the joy of flight and the unharnessed enthusiasm of youth. But there is even more to this picture than a wonderful moment frozen in time, for that small boy now stands well over six feet tall and his world has changed forever.

Yesterday as I sat in the airport lounge waiting for my aeroplane to arrive, my phone buzzed into life and a simple message brought a huge grin to my face. “I’ve gone solo!” That message came from Alex, the young boy in the front cockpit of the Tiger Moth; only he is not a young boy now. In fact he towers over me at more than six feet and possesses a quiet maturity of someone many years older. He is no longer a young kid with stars in his eyes, but a young man with his sights firmly set on the skies and yesterday took his first major step on a long and exciting journey.

His dream of flight has not been a whim, but a slow-cooking desire in a quiet casing. Yet, despite his ever-present interest in aviation, the dream often seemed to be just too far out of reach as the harsh reality of dollars and cents surfaced to spoil the fun. And still he never gave up. Through university and second jobs his passion for flight simmered until this year he took a huge step an applied for an airline pilot cadet scheme. In fact, his was through the first stage of interviews before Alex even told his parents. His Dad is one of my best friends and knew that for Alex to have started these wheels in motion, it must truly be his dream. Without hesitation his parents supported Alex’s aspirations even though he was midway through a law degree. He excitedly brought his Dad, Mark, up to speed on the whole process, but to say it had come out of ‘left field’ is probably an understatement.

Now, only a matter of weeks later, Alex has flown an aeroplane solo for the first time. That little kid who listened intently every time I spoke about aeroplanes and jumped in the other seat every time I offered him a flight is now the ‘Pilot-in-Command’ in his own right. It's amazing. Even more inspiring is what his Dad describes as the “joy in his voice” that he heard over the long distance phone line from western New South Wales. The thought that Alex is pursuing his passion as much as following a career path is a sentiment that should inspire every youngster that dreams of flight.

For my part, it takes me back to my first solo on a still morning thirty years ago; the anticipation, the excitement, the realisation of being alone up there and then the absolute ‘scream at the top of your lungs’ happiness when the propeller stops and you realise that you’ve actually done it. For that, I thank Alex as he has let this old pilot walk in a set of young shoes again; if only for a moment. And for all pilots, of all levels, that moment is something that will be with them forever. “First Solo” is a flight that will not fade like the ink in the log book as the hours pile up over the decades. It is a point in time where the dream became real and self doubt was left at the runway’s edge with the nervous instructor as he watched his prodigy take to the skies.

To all the pilots, to all the instructors and to all the Mums and Dads, thank you. That ‘first solo’ is a day that will be there forever, stamped in the mind and the log book in indelible ink. Wherever the road takes you, nothing can take that from you. Congratulations Alex. The sky is no longer the limit; now it’s your home.

Young Alex at the controls.

What's your "First Solo" story? Post it here in the comments.

"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.

"Rotate!"

"Hit the Ground Running."

An Australian Army 'Blackhawk' delivers its troops on a training exercise.