By James Weiss, EAA 1139532
The following is derived from 30-plus years of reading aircraft accident reports and listening to many FAA safety briefings, as well as incident debriefs. The intent here is to define, or try to, the characteristics which are embodied in what I think of as a good pilot.
General thoughts and observations on the elements of being a good pilot.
The keyword that I will focus on is diligence. A good pilot is diligent.
Preflight: (FAA IMSAFE Checklist: Illness, Medication, Stress, Alcohol, Fatigue, Emotion)
- Am I mentally prepared to fly today?
- Did I have a fight with my spouse?
- A fight with my boss?
- Am I about to lose a court case?
If the answer to any of these last four questions is YES; then maybe today is a good day to skip flying.
In 2006, a helicopter training company lost a student and an R-22 helicopter when the student on a solo flight crashed. The student said on the radio, “I can’t take it,” as he nosed-over and flew the aircraft into the ground. The student had broken up with his girlfriend the day before the flight.
Still Preflight:
- Are you having head-cold symptoms?
- Are you taking OTC cold medications?
- Are you having diarrhea?
- Have you taken Imodium?
If you answered YES to any of these questions, you probably should not fly.
U.S. Navy flight surgeons aboard carriers (who have the most contact with pilots in all of DoD) will ground a pilot who is even suspected of taking OTC cold medications.
More Preflight:
- When was the last time that you checked to see if there are any FAA airworthiness directives (ADs) against your aircraft?
- Hint: There is an AD for Ameri-King Corp emergency locator transmitters (ELTs). This is an old AD, but it is getting new attention. The AD covers Ameri-King models in the AK-450 series; as well as the AK-451 series. These ELTs MUST be checked for discrepancies and verifications. There is a good chance that you will need to replace your current ELT. See FAA AD-2017-16-01, RIN 2120-AA64.
- Did you check the weather?
- It is a really good idea to check the ATIS (Automatic Terminal Information Service) before you push the airplane out of the hangar.
- Yes, but you only plan to fly the local pattern for an hour. What is the local Wx for the next 4 hours?
- What is the Wx for your nearest alternate airport? Maybe you should take a peek, just in case.
- What is the density altitude for your location, today, now?
- Yes, it was fine at 8 a.m.; but now it is 2 p.m., and the temp is 25 degrees higher.
- Look: Two 220-pound men in a Cessna 152 (100 hp)
may not be a good fit (meet power required for a safe takeoff) for a warm afternoon, especially in high humidity. Exactly how long IS that runway you plan to use?
- OK, you checked the ATIS at 8 a.m. It is now near 11 a.m.; have the winds changed direction since you last checked?
- Did you tell anyone (wife, friend, neighbor) that you are flying?
- Where do you plan to go? When do you expect to return?
- Even if you plan a VFR ride in good Wx, you should tell someone what you are doing.
- How sharp are your skills?
- Are you instrument rated?
- When was the last time that you performed an ILS approach?
- When was the last time you landed after dark?
Airplane Preflight:
- What is the material condition of your airplane?
- Let’s assume that you did actually walk around the aircraft and all the parts are still attached.
- Did you drain the water from each fuel tank?
- How much fuel is on-board?
- Did you “stick” the tanks to verify what the fuel gauge says?
- Did that ELT Check get signed off?
- Did you check the oil? (Sometimes overlooked when flying rental aircraft.)
- Do the tires look right?
- YES, it is a pain to check airplane tire pressure. But you don’t want to attempt a takeoff with the airplane veering off the runway.
- If a tire looks suspect, DO take the time to check the PSI.
- Did you check for any NOTAMs in your area?
- Sometimes the Army will conduct paratroop operations in areas away from military bases. Most often, a NOTAM will be posted.
- Are there disaster recovery efforts anywhere around? (Hint: lots of helicopters around for such operations.) There will be a NOTAM for that.
Strapped-In:
- Did you verify that the fuel selector valve is set for the correct/desired tank?
- Are batteries in your noise cancelling headphones good?
- Are your checklists readable and available? (Best kept in pilot door pocket.)
- Use cockpit resource management (CRM): Have your passenger read the checklist.
- Have you briefed your passenger(s) on what to expect?
- Such as little or no talking during taxi and takeoff. (Practice “sterile” cockpit.)
- Instruct right-seat occupant on helping with “clearing” (look-out duty) the sky & runway.
- Diligent pilots make use of all available resources on every flight.
- Are all doors and/or windows locked or secure?
Getting AHEAD of the Airplane:
You need to decide before you advance the throttle: What if you lose power on takeoff? What are you going to do?
- Fact: The wings provide lift as the airplane moves forward, straight and level.
- Fact: If the pilot initiates a turn, the airplane WILL lose altitude (but at 3,000 feet, you hardly notice).
- Fact: Most (pilot error) accidents, defined as loss-of control [LOC] happen at low altitude, usually near an airport.
- Point: Often the best course of action in loss of power on takeoff is to land straight ahead, even if that means hitting trees.
Attempting to turn back to the runway, especially at low altitude, nearly always results in a stall/spin/crash. Don’t be that guy.
In the Air:
- You planned for enough fuel to get to your destination, right?
- No, a fuel reserve (30 minutes, 45 minutes at night) is NOT just for cross-country flights.
- Are you staying aware of your fuel burn?
- Let’s say you normally use a quarter tank of fuel going from St. Augustine airport to Craig in Jacksonville. Are you keeping an eye on the fuel gauge?
- Are you, for some odd reason, burning more fuel than expected?
- Are you (mentally) prepared to land at an alternate airport, like Herlong?
- Can you find the frequency for NAS Jacksonville in an emergency?
Point: You are NOT flying back from a secret mission to Germany where you must cross the Channel to get the secret codes back to England.
Too often, pilots fly past alternate airports to “get home.” Worse: Sometimes pilots fly past alternate airports because “gas is cheaper at my airport.” Is your life (and passengers) really worth saving $20 on gas?
More in the Air:
A diligent pilot takes the effort to be constantly aware of his/her surroundings. Are you looking for a farm, or meadow, or straight road in case you need to make an emergency landing?
Only training can suppress the instinctive panic when bad things happen:
- Like when a bird hits the windshield. (Hello, miracle on the Hudson)
- The engine blows a cylinder and loses power.
- Clear-air turbulence (CLAT) often causes temporary LOC.
- Or much worse: A gust-nado (severe down-draft, or ultra-turbulence) can form near a large thunderstorm.
Turning around or going to an alternate airport is best. Summer thunderstorms can be deadly.
The USS Shenandoah, a Navy airship, ZR-1, was huge. It was 680 feet long and weighed 77,500 pounds. The airship crashed as it tried penetrating a squall-line (thunderstorm) in 1925.
A good pilot is aways looking for, or is aware of, alternate airports and/or landing sites. It is just good practice. After a while, it becomes second nature.
Getting Ready to Land: (Nontowered airport)
- Did you check the ATIS?
- Yes, you DID check before takeoff; but Wx changes.
- Do you have CTAF (or UNICOM) dialed in?
- Are you listening to the CTAF?
- Do you have your passenger looking for other traffic (CRM again), traffic which may, or may not be, talking on the CTAF?
- Are you resetting the sterile cockpit?
- Are you making all the proper radio calls?
- Are you going to enter the pattern properly?
- Yes, you ARE the only aircraft up, but repetition is important.
- Are you mentally prepared to go around?
- Aborting the landing is WAY better than trying to salvage a poor approach.
- Bad landings cause damage. Do you really want to spend more money on your airplane?
- Trying to look good for your buddies (or passenger) is not worth it.
Back on the Ground:
- Did you close your flight plan?
- (If you were just VFR) Did you call your wife/neighbor/friend to say that you are safely on the ground?
- Are you tying down?
- Did you install all the chocks, vent, and pitot covers?
- Did you install the gust lock(s)?
- Did you take a peek to ensure that your airplane is not dripping fuel or oil?
A diligent pilot takes inventory of his/her personal condition, his/her current skills, the material state of his/her aircraft, and the status of the weather BEFORE he/she engages the starter. The diligent pilot uses every resource (CRM) at his/her disposal. The diligent pilot has exceptional situational awareness, and is (mentally) prepared when bad stuff happens, or when other pilots violate airspace and radio procedures.
Are you a diligent pilot?
DO have fun. But be safe.
For reference / further reading:
FAA:
- Aeronautical Information Manual (AIM)
- Pilot’s Handbook of Aeronautical Knowledge
- (refer to the Aeronautical Decision Making [ADM] section)
- IMSAFE Checklist (in the AIM)
- 14 CFR Part 67 (things which impair flying)
- If ATIS is not available: call 1-800-WX-BRIEF (800-992-7433)
- 14 CFR 91.519 requires passenger briefings: Sterile cockpit, CRM, etc.
- ADM: 3Ps: Perceive, Process, Perform
YOUR Pilot’s Operating Handbook (POH):
- Density altitude calculation
- Required runway length
- What is your best speed for best glide distance?
- For your airplane, is it a good idea to trade speed for some altitude?
It is a really good idea to know this stuff before takeoff.