What's The Rush?

9/4/2014
Posted in Flight Training

Tags: situational planning, pre-flight planning, emergency situations

An applicant for the Airline Transport Pilot (ATP) certificate rating rushed trying to insert the airport code for the airport he was to fly his first instrument approach into the GPS. US airport codes that are to be inserted into GPS begin with either the letter “K” or a number. The letter “K” is to be omitted when entering a code that begins with a number.

The airport where he was to execute the procedure began with a number. In his rush...

What's The Rush?

Written By: Marc Nathanson, Ret. USAF Lt. Col, FAA Designated Pilot Examiner

An applicant for the Airline Transport Pilot (ATP) certificate rating rushed trying to insert the airport code for the airport he was to fly his first instrument approach into the GPS. US airport codes that are to be inserted into GPS begin with either the letter “K” or a number. The letter “K” is to be omitted when entering a code that begins with a number.  

The airport where he was to execute the procedure began with a number. In his rush, the applicant entered the letter “K” first then tried to enter the airport code. I thought that this would be interesting and was curious to see what the GPS would display. To his good fortune, the applicant realized his mistake and correctly reentered the code. The ride went nicely after that resulting in him earning his ATP certificate!

This is an example of rushing. I call it “Happy fingers” when I see or have been guilty myself of typing or twirling knobs in an attempt to enter faulty information into a Flight Management System (FMS) or GPS.  

During my type certificate training in the MD-11, my instructor would stop my frantic movements, and all too often use of “Happy fingers” by saying, “Stop, stop. Your’e killing me.” After a few seconds, I would stop my frantic typing and try to determine where I was in the process of entering the information. I was a victim of two deficiencies; I was rushing and I had not yet memorized all that I needed to know about the FMS as it was early in my training. I found the same frustrations with my class mates.  

As instructors, we must help our students find an acceptable pace as they learn to fly. My Boeing 727 engineer instructor forced me and my training partner to rush though procedures without explaining the whys and wherefores of the procedures. He would tell us that, to get through the check ride, we didn't need to see what he gage readings were, just go through the motion of flipping the switches. Needless-to-say, we struggled until I was assigned a new and better instructor.

The new instructor would stop talking so I could write my notes during the preflight briefings. This helped me complete my thoughts and to put all the important information in my own words. I now use the same method when teaching. Training went smoothly from then on, and I had a much better understanding of this wonderful, yet complicated, jet system. 

Although we should make efforts to avoid rushing, sometimes it raises it’s ugly head. An example would be when we are faced with changes during a flight.

Take an emergency such as an engine failure on takeoff. The pilot must make timely and correct actions to save his and his passengers lives as well as the lives of those on the ground. This requires a plan before the brakes are released for the takeoff. Taking off without a take-off safety plan is foolhardy and dangerous.

When I teach spins, I show a video of a Mooney pilot attempting a return to the airport (Impossible Turn) after the engine fails only a few hundred feet above the ground. It is hard to see what terrain he had available to land in, but the outcome might have been better had he not held the nose up and tried to turn faster by using the rudder and opposite aileron to maintain a bank angle resulting in a crossed-control stall entry into a spin and  the resultant deadly crash.

Here is the takeoff safety briefing I have my students learn:

Takeoff Safety Briefing:

1. If the engine fails or there is any reason to abort the takeoff while still on the runway: Throttle(s) to idle and apply brakes as necessary and, when under control, taxi off at the first taxiway if possible. Call tower and tell them “(Cessna 12345) aborting runway (29)”
2. Airborne with runway remaining: NOSE DOWN TO GLIDE ATTITUDE! Throttle(s) to idle then as in 1 above procedures.
3. Airborne with no runway remaining: Leave in full power in case the engine restarts. (note: this could complicate your decision to land off airport or trust that the engine will continue to run long enough to get you back to the runway.  NOSE DOWN TO GLIDE ATTITUDE! Turn as much as possible using coordinated controls (ball centered) to land in the best place possible. You might have to land in the trees or other less desirable place, but keep the nose down to at least glide attitude. Use flaps and landing gear as necessary (consider landing surface for landing gear).

Do NOT use the following emergency maneuver unless it was taught to you and you have practiced it to proficiency:

If high enough for you particular aircraft:

1. Nose down
2. Bank to 60°
3. Pull aircraft's nose around to land: Opposite direction on the runway, on a taxiway if clear of traffic, or on the airfield property if possible.

Note: By “pulling the aircraft's’ nose around to land” I mean that you should make certain it is a coordinated pull (Slip/Skid Ball centered) and that you don’t stall the aircraft. A positive, somewhat aggressive pull is necessary to ensure the aircraft is turned enough to land in the opposite direction.

I’ll reiterate the necessity to receive training from an instructor who regularly teaches the (Impossible) turn as this can get you into trouble if you are not proficient!

Aerobatics requires memorization of the individual maneuvers and the flow of the sequence of maneuvers. During aerobatic contests I’ve omitted a maneuver because I was rushed trying not to fly out of the aerobatic box which is 3,300’ x 3,300’ not allowing much room at 200MPH. These errors are due to the nature of the contest in that you must have a flow and perform within the constraints of the aerobatic box. Scores are low if you don’t have a plan and rush.

In closing, I strongly urge you to have a plan before flying. Thinking, I’ll just get airborne and then decide what to do could result in a bad experience. The point of the three above stories is to show how rushing, and not having a plan could run your flight!  Have a plan, pace yourself and do the required studying per the regulations and common sense for your flight.

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