Flying with inadequate briefing
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Flying with inadequate briefing
While visiting a friend's aerodrome one day, I got chatting with a pilot, who I came to learn flew the jumpers at a nearby airport. He told me that they needed another pilot, and asked would I come out? Why not!
So I turned up the following weekend, and was promptly and enthusiastically greeted. He pointed to the rather tired looking Cessna 185, and asked if I would take a load of Jumpers. I asked if he wanted to check me out first. He said no, he had to go, I should just go on my own. I told him that I would like to fly a circuit by myself first. He said okay, but keep it short, they pay for the plane by the tenth of an hour!
I was rusty on taildragger, so I needed to refresh. A .2 (hours) circuit, and I felt okay flying it. When I got back there was a load of four jumpers ready to go. Okay…
I was given a parachute, which I had never before worn, got a very modest briefing on what to pull if I needed to. The chute was really uncomfortable, I disliked wearing it, but some rule said I had to. The main thrust of the briefing I was given was not about my 'chute, but what to do about the altitude sensitive automatic chute deployment if I had to bring a refuse to jump student back down with me. I never had to do that - I think they all thought that a parachute landing was more safe than landing back in a plane. There were occasions I thought they might be on to something!
On one of my first jump runs that day, the four jumpers climbed out one after another, but did not jump. They trailed from the wing strut. With four of them out there, now flying jump run at 55 knots(they had asked me to fly as slow as I would) I had full opposite rudder and aileron in to keep the plane straight as it approached the stall, suddenly one yelled "yahoo!" and they all let go. That poor plane, with all that control already applied, tumbled around so fast, I though that for sureI would hit the guys who'd just got out. I had no sense of where they were, or which way was up.
I recovered the plane, never having seen them, and started my descent back. As a part of this was a 2.5 to 3G spiral down, carrying some power so as to not shock cool the engine. I noticed that the plane really did not accelerate beyond 135 MPH during this descent. It should, 185's will pick up speed quite quickly when pointed down. Upon more close evaluation, I determined that once you reached 135 MPH, no matter how much faster you flew, the indicated airspeed would remain at 135. Once on the ground, I inquired. I was told “oh yeah, it does not read any higher that 135, we’ve been meaning to get it fixed”.
I indicated my expectation to see a recertified ASI before I flew again the following weekend - it was done. I later read that another local jump pilot, years earlier, had similarly tumbled his plane, and been thrown out - with no 'chute. Now I understood. The chute felt a little better after that.
So I turned up the following weekend, and was promptly and enthusiastically greeted. He pointed to the rather tired looking Cessna 185, and asked if I would take a load of Jumpers. I asked if he wanted to check me out first. He said no, he had to go, I should just go on my own. I told him that I would like to fly a circuit by myself first. He said okay, but keep it short, they pay for the plane by the tenth of an hour!
I was rusty on taildragger, so I needed to refresh. A .2 (hours) circuit, and I felt okay flying it. When I got back there was a load of four jumpers ready to go. Okay…
I was given a parachute, which I had never before worn, got a very modest briefing on what to pull if I needed to. The chute was really uncomfortable, I disliked wearing it, but some rule said I had to. The main thrust of the briefing I was given was not about my 'chute, but what to do about the altitude sensitive automatic chute deployment if I had to bring a refuse to jump student back down with me. I never had to do that - I think they all thought that a parachute landing was more safe than landing back in a plane. There were occasions I thought they might be on to something!
On one of my first jump runs that day, the four jumpers climbed out one after another, but did not jump. They trailed from the wing strut. With four of them out there, now flying jump run at 55 knots(they had asked me to fly as slow as I would) I had full opposite rudder and aileron in to keep the plane straight as it approached the stall, suddenly one yelled "yahoo!" and they all let go. That poor plane, with all that control already applied, tumbled around so fast, I though that for sureI would hit the guys who'd just got out. I had no sense of where they were, or which way was up.
I recovered the plane, never having seen them, and started my descent back. As a part of this was a 2.5 to 3G spiral down, carrying some power so as to not shock cool the engine. I noticed that the plane really did not accelerate beyond 135 MPH during this descent. It should, 185's will pick up speed quite quickly when pointed down. Upon more close evaluation, I determined that once you reached 135 MPH, no matter how much faster you flew, the indicated airspeed would remain at 135. Once on the ground, I inquired. I was told “oh yeah, it does not read any higher that 135, we’ve been meaning to get it fixed”.
I indicated my expectation to see a recertified ASI before I flew again the following weekend - it was done. I later read that another local jump pilot, years earlier, had similarly tumbled his plane, and been thrown out - with no 'chute. Now I understood. The chute felt a little better after that.
Agreed. A good piece of advice I was given many years ago was; "Never take your aeroplane where your mind has not been before."
I make all my PPL students brief me on the vital actions for a malfunctions affecting flight safety on the takeoff run before lift off and for a engine failure or fire after liftoff. I also expect them to tell me the plan for how they are going to fly the departure.
For arrivals before we enter the airport environment/control airspace I expect them to complete a short descent and approach check which ends with an arrival brief. This brief is for the student to tell how he/she plans to maneuver to join the circuit.
I find that by the end of the PPL the student will automatically think about EFATO vital actions and have the route of flight clear in their mind on the departure and arrival. Numerous students have commented that early emphasis on this has helped them get in the habit of thinking ahead of the aircraft rather than reacting to events.
For arrivals before we enter the airport environment/control airspace I expect them to complete a short descent and approach check which ends with an arrival brief. This brief is for the student to tell how he/she plans to maneuver to join the circuit.
I find that by the end of the PPL the student will automatically think about EFATO vital actions and have the route of flight clear in their mind on the departure and arrival. Numerous students have commented that early emphasis on this has helped them get in the habit of thinking ahead of the aircraft rather than reacting to events.
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There are two elements here Single Pilot and Multi crew. In Multi crew its vitally important that each pilot knows his/her role and duties. We always have a take off Brief as well as an approach and landing brief in the cruise Before TOD.
We discuss the Sids and the Stars on arrivals as well as a briefing on the approach charts as well as the missed approach procedures.
All this is vital in a Multi Crew invironment.
Single pilot you literally should do the same but now there is no partitioning of duties as all the duties are yours alone but its useful to self talk and clarify rather than be up there working on the hoof
pace
There are two elements here Single Pilot and Multi crew. In Multi crew its vitally important that each pilot knows his/her role and duties. We always have a take off Brief as well as an approach and landing brief in the cruise Before TOD.
We discuss the Sids and the Stars on arrivals as well as a briefing on the approach charts as well as the missed approach procedures.
All this is vital in a Multi Crew invironment.
Single pilot you literally should do the same but now there is no partitioning of duties as all the duties are yours alone but its useful to self talk and clarify rather than be up there working on the hoof
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I refer my talking to myself as 'becoming aware' of what I am really doing.
A very wise old pilot & A&P mechanic was relating tales about crossed controls.
Cut to the chase, years later, I was the only pilot for the company C-310 Q. Being an A&P I did a lot of the routine maintenance myself but always in my pre-taking the runway for take off checks, when coming to the controls free & clear, I stop and say under my breath, yes they are moving, but are they moving the right direction.
Sometimes people that were with me would ask what I was doing.
"Making sure I am awake."
and I sit for a few more seconds, so they ask about that.
"Thinking about what I am going to do when the engine/s quit when we get to that crossing runway and if I get past that place, what I'm going to do when I am even with the control tower."
They usually stop asking questions after that. Can do a lot by being truthful.
A plan in my pocket is better than being surprised because I, as said up thread, let the airplane get ahead of my mind. Best to avoid that condition.
A very wise old pilot & A&P mechanic was relating tales about crossed controls.
Cut to the chase, years later, I was the only pilot for the company C-310 Q. Being an A&P I did a lot of the routine maintenance myself but always in my pre-taking the runway for take off checks, when coming to the controls free & clear, I stop and say under my breath, yes they are moving, but are they moving the right direction.
Sometimes people that were with me would ask what I was doing.
"Making sure I am awake."
and I sit for a few more seconds, so they ask about that.
"Thinking about what I am going to do when the engine/s quit when we get to that crossing runway and if I get past that place, what I'm going to do when I am even with the control tower."
They usually stop asking questions after that. Can do a lot by being truthful.
A plan in my pocket is better than being surprised because I, as said up thread, let the airplane get ahead of my mind. Best to avoid that condition.
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In Multi crew its vitally important that each pilot knows his/her role and duties.
The major difference with a multi crew briefing is that you are also inviting PNF to take part with an opportunity to challenge or add to the briefing and this is vital to the safety of the operation, as well as being good CRM especially with a difficult approach or departure.
