The golden rules - to be a safe pilot
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The golden rules - to be a safe pilot
Hi all,
Airbus resp. FSF published 'Operations Golden Rules' some years ago.
Operations Golden Rules address aspects that are considered frequent causal factors in incidents and accidents.
They are:
1 - Automated aircraft can be flown like any other aircraft
2 - Fly, Navigate, Communicate and Manage – in that order
3 - One head up at all times
4 - Cross check the accuracy of the FMS with raw data
5 - Know your guidance at all times
6 - When things don’t go as expected, Take over
7 - Use the correct level of automation for the task
8 - Practice task sharing and back-up each other
It all makes sense. What other tips you have to be a safe pilot (irrelevant of the type of a/C you fly)? I would like to extend this list. I know there was once such a thread on here, but I couldn't find it...
More ideas or the link to the relevant posting would be much appreciated.
Airbus resp. FSF published 'Operations Golden Rules' some years ago.
Operations Golden Rules address aspects that are considered frequent causal factors in incidents and accidents.
They are:
1 - Automated aircraft can be flown like any other aircraft
2 - Fly, Navigate, Communicate and Manage – in that order
3 - One head up at all times
4 - Cross check the accuracy of the FMS with raw data
5 - Know your guidance at all times
6 - When things don’t go as expected, Take over
7 - Use the correct level of automation for the task
8 - Practice task sharing and back-up each other
It all makes sense. What other tips you have to be a safe pilot (irrelevant of the type of a/C you fly)? I would like to extend this list. I know there was once such a thread on here, but I couldn't find it...
More ideas or the link to the relevant posting would be much appreciated.
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I say to myself whenever the engines start up " fly with abundant caution".
Its just a personal habbit.
I've always found that unpreparedness is an very unpleasant bedfellow...so to speak.
Its just a personal habbit.
I've always found that unpreparedness is an very unpleasant bedfellow...so to speak.
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Good morning!
Only one: Be skeptical all the time. Never assume, always verify. Trust no one (including yourself!). If in doubt, check again. Re-chek if necessary. As long as this might take.
Your rules above apply only to the act of flying itself. But there is much more involved than just the easy bit of piloting the aircraft, especially in business aviation where you don't have much support from a big airline organisation.
The big problems you might encounter in flight always have their origin in very little problems/lack of care hours or days before the flight. So always take the time it takes. Never accept any shortcuts.
Happy landings,
max
Beware of self appointed experts talking **** on forums
What other tips you have to be a safe pilot?
Your rules above apply only to the act of flying itself. But there is much more involved than just the easy bit of piloting the aircraft, especially in business aviation where you don't have much support from a big airline organisation.
The big problems you might encounter in flight always have their origin in very little problems/lack of care hours or days before the flight. So always take the time it takes. Never accept any shortcuts.
Happy landings,
max
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Thanks
Thanks guys for the tips.
regarding 'never assume', a pilot told me once the following: If you assume, you make an *ss out of you and me.
I found it a brilliant way to remember.
Another tip: When communicating with cabin- or ground crew in abnormal situations, use NITS or any other standardized structure. You will keep it short, simple and correct.
And let them repeat what you have said, so you get a closed loop.
N - Nature of problem
I - Intentions
T - Time
S - Specials
Any other habit or procedure you use to keep you safe?
regarding 'never assume', a pilot told me once the following: If you assume, you make an *ss out of you and me.
I found it a brilliant way to remember.
Another tip: When communicating with cabin- or ground crew in abnormal situations, use NITS or any other standardized structure. You will keep it short, simple and correct.
And let them repeat what you have said, so you get a closed loop.
N - Nature of problem
I - Intentions
T - Time
S - Specials
Any other habit or procedure you use to keep you safe?
The flight hasn't finished until you've taxied the aircraft to the parking position and shut the engines down.
In reality I don't really think there are any golden rules as such. Safe operation is based on many factors including good training, experience, preparation and teamwork.
Whatever you are doing, always have an "escape" route, keep thinking "If this option doesn't work what am I going to do next?" Never get into a situation where you have only one option.
In reality I don't really think there are any golden rules as such. Safe operation is based on many factors including good training, experience, preparation and teamwork.
Whatever you are doing, always have an "escape" route, keep thinking "If this option doesn't work what am I going to do next?" Never get into a situation where you have only one option.
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I don't take credit for any of the following, they have just followed me....
Good judgment comes from experience – experience comes from poor judgment.
The chance of survival is inversely proportional to the angle of arrival
Please remember, you now start out with a bag full of luck and an empty bag of experience. The trick is to fill the bag of experience before you empty the bag of luck.
Always fly in the middle of the sky.
Most of the problems happen near the edges.
Nothing happens quickly enough in aviation, unless things are going wrong
You check out a landing site for a helicopter the way you’d check out a woman; the 5 S’s: Suitability, Surroundings, Size, Slope, and Surface
Good judgment comes from experience – experience comes from poor judgment.
The chance of survival is inversely proportional to the angle of arrival
Please remember, you now start out with a bag full of luck and an empty bag of experience. The trick is to fill the bag of experience before you empty the bag of luck.
Always fly in the middle of the sky.
Most of the problems happen near the edges.
Nothing happens quickly enough in aviation, unless things are going wrong
You check out a landing site for a helicopter the way you’d check out a woman; the 5 S’s: Suitability, Surroundings, Size, Slope, and Surface
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I think fireflybob sums it up nicely, training, experience, preparation and teamwork. My understanding is that a Speyer and Ziegler of Airbus, thought up these 'Golden rules' as a way of explaining away a number of air accidents, 17 A320 hull loses to date. Does Airbus think, that ten golden rules are going to cover everthing. Perhaps they should a have stated the hundred ways to get caught by automated aircraft!
Please dont think that I am against A320's or automation, I think its a brilliant aircraft, it's just in the early days it was not fully understood, and training culture and experience was a factor. The test pilots were in also in denial in the early days, I met Nick Warner at a conference in Birmingham a few months before his death test flying the A330, in which he claimed it was an aircraft without vices, during Q & A's I got the impression he was in denial about the possible weakness in the man machine interface.
(a) In the early 1990's a German television company made a documentary in association with the German Airline Pilot's Association, following the the Lufthansa Flight 2904, Warsaw, which included interviews with the chief test pilot Bernard Zeigler, this was the man who during his military career flew into cables, bringing down three gondolas and killing six people. During the interview with German Airline pilots, in which even he seemed confused about some of the flight modes. I understand that Airbus took legal action to ban this documentary, but a highly regarded professer of psychology kindly provided me with a copy on VHS a number of years ago, which was given to him by a german airline pilot. IM if you need a copy.
(a) In the 1990's there was and attempt by a top London law firm to 'Gag' a UK postgraduate psychology research student, and sieze all of his research including confidential pilot surveys, he was researching into human factors in high technology aircraft, based on pilots attitude surveys, completed by A320 pilots from three airlines. Airbus worked on the premise that the postgraduate was 'an agent' working for Boeing, which was complete rubbish, but part of the Airbus pathology at the time. Eventually Airbus backed off.
Please dont think that I am against A320's or automation, I think its a brilliant aircraft, it's just in the early days it was not fully understood, and training culture and experience was a factor. The test pilots were in also in denial in the early days, I met Nick Warner at a conference in Birmingham a few months before his death test flying the A330, in which he claimed it was an aircraft without vices, during Q & A's I got the impression he was in denial about the possible weakness in the man machine interface.
(a) In the early 1990's a German television company made a documentary in association with the German Airline Pilot's Association, following the the Lufthansa Flight 2904, Warsaw, which included interviews with the chief test pilot Bernard Zeigler, this was the man who during his military career flew into cables, bringing down three gondolas and killing six people. During the interview with German Airline pilots, in which even he seemed confused about some of the flight modes. I understand that Airbus took legal action to ban this documentary, but a highly regarded professer of psychology kindly provided me with a copy on VHS a number of years ago, which was given to him by a german airline pilot. IM if you need a copy.
(a) In the 1990's there was and attempt by a top London law firm to 'Gag' a UK postgraduate psychology research student, and sieze all of his research including confidential pilot surveys, he was researching into human factors in high technology aircraft, based on pilots attitude surveys, completed by A320 pilots from three airlines. Airbus worked on the premise that the postgraduate was 'an agent' working for Boeing, which was complete rubbish, but part of the Airbus pathology at the time. Eventually Airbus backed off.
Last edited by athonite; 2nd Oct 2011 at 08:34.
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galley power
even if you are in a nice jet, with multiple engines, there may be a time you have to land off airport
so always have a field, open area, road, waterway etc in mind on which to land.
and as you travel across country, be thinking ahead to the next emergency landing spot.
a plane may catch fire (think swiss air, value jet, UPS) and getting down anywhere might save lives.
all engines may quit
and the person who indicated a flight doesn't end till you taxi to parking and shut down the engines....that's fine, but you might make sure the parking brake is set and the chocks are in place.
even if you are in a nice jet, with multiple engines, there may be a time you have to land off airport
so always have a field, open area, road, waterway etc in mind on which to land.
and as you travel across country, be thinking ahead to the next emergency landing spot.
a plane may catch fire (think swiss air, value jet, UPS) and getting down anywhere might save lives.
all engines may quit
and the person who indicated a flight doesn't end till you taxi to parking and shut down the engines....that's fine, but you might make sure the parking brake is set and the chocks are in place.
and the person who indicated a flight doesn't end till you taxi to parking and shut down the engines....that's fine, but you might make sure the parking brake is set and the chocks are in place.
Avoid imitations
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even if you are in a nice jet, with multiple engines, there may be a time you have to land off airport
so always have a field, open area, road, waterway etc in mind on which to land.
.
so always have a field, open area, road, waterway etc in mind on which to land.
.
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Well, it's a good job Chesley Sullenberger had such in mind. I don't recall hearing chuckling noises or any giggling on the CVR.
TOO
TOO
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I mentioned being able to land, NOW and keeping things in mind
some think it is funny
ask all the survivors of swiss air and the fire (MD11 I think, near peggy's cove)
or the survivors of value jet and the fire ( remember the oxygen generators and the intense fire in the cargo hold)
oh, and for the record, there were not any survivors.
and I can think of three other accidents where people were hurt, but got down in various states of success.
sully
toca
southern
some think it is funny
ask all the survivors of swiss air and the fire (MD11 I think, near peggy's cove)
or the survivors of value jet and the fire ( remember the oxygen generators and the intense fire in the cargo hold)
oh, and for the record, there were not any survivors.
and I can think of three other accidents where people were hurt, but got down in various states of success.
sully
toca
southern
Avoid imitations
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I'd agree during the takeoff and landing but from FL330 over solid overcast it's a slightly more complicated issue.