Aviate navigate communicate versus phase 2 checks
 

The rules of flying I have lived by so far are
#1 Don't do nuthin dumb

#2 Aviate is the first priority, but if it is flying as well as you can make it then think about navigation, if that is OK think about communication.

Is #2 meant to be "aviate, then navigate, thencommunicate"?

To help understand what I am about to launch into, I will be referring to phase 1 and phase 2 checks with regard to twin-engine aeroplanes, where phase 1 goes (also called memory items on some checklists)

control, speed, rich, pitch, power, gear up, flap up, identify (dead leg = dead engine), verify (with throttle), feather, trim, intentions

and then phase 2 (from the checklist) is to secure and completely shutdown the engine.


The reason I ask is that I have always flown the first way but in my instrument renewal last week (passed) the examiner said I should get the phase 2 checks out of the way before worrying about tracking or talking to the TMA controllers. In my mind this does not quite fit how I have been prioritising, as once the dead propellor has been feathered and the aircraft is trimmed (i.e. at the end of phase 1) there isn't much else to do to actually make the aircraft fly any better, so I believe I have a bit of time now to ensure that the tracking is going OK and to tell the controller my position if he asks for it. Then get back to phase 2.

I don't have terribly much aeroplane twin time (as a proportion of my not-quite-four-digit total it is less than 10%) and hardly any operational stuff at all so would appreciate some help instead of accidentally breaking rule #1!

Or another thought just occurred to me, was he trying to talk to me about 'in a test or training situation' but I just didn't get it?

All comments appreciated.

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Confident, cocky, lazy, dead.

c6
My twin time is in light twins, single pilot. For me, Phase 1 includes maintaining heading so the tracking is taken care of under aviate.

I would then go straight to phase #2 - which is still part of Aviate. I also include looking after the remaining engine ie back to 25" and 2500.

The choice of alternates &c, for Navigation comes later (actually I suppose it should come much earlier, on the ground, as I tell the students ;) ) - once the plane is squared away and I am not going to get any more nasty surprises - hopefully.

As for communicating, I follow CB Rule 3#:
Never fly the mike instead of the plane :) (did it once and never again).

if I can maintain altitude, heading &c and the remaining engine is OK and I know my new destination, then Communicate.

Just my 2 cents (or pennies).

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[email protected]

C6,
I think I tend to agree with you; tracking is what stops you from hitting hard stuff in IMC, and keeps your situational awareness. Subsequent actions should be done when convenient.

I have to say I've never flown a twin fixed wing, but I am a twin rotary IRE.

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Another day in paradise

Phase 1 first to the stop the a/c turning turtle & spearing you into the ground below you.

Next most important thing is navigation, to stop yourself spearing into the mountain in front of you.

Then tell someone (even briefly), so you don't spear into the other aircraft around you.

Then follow up with additional checks, actions.

Finally, always review & reassess the situation

Code Blue

I'll be doing SPIFR flying soon, so that's what I wanted to hear. Another good one-liner always helps in times of stress too, don't fly the mike, fly the aeroplane. I can feel a few students are going to get sick of hearing that!

How though would you have handled my situation, climbing out after takeoff, just about to call airborne and altitude passing when that wonderful hissing sound and a yaw to one side tells you what your next few seconds are going to be spent on. Just after phase 1 complete, and I mean JUST, as in saying 'phase 1 complete' and reaching for the checklist, the controller asks for your level passing. Do you reply (it's only half a second, you can do it while getting the checklist) or say 'standby'?

Does your answer change if you have heard traffic you need to be aware of, and are 1/2 mile short of entering the CTR and you haven't called them airborne yet because you were identing everything (can't get them on the ground)? Which has the higher priority then, getting established on track, avoiding the collision with the other traffic, or 'aviating' an aeroplane that is already trimmed and flying?

I like your suggestion of putting "track" into the initial "control" memory item, although in this case I wasn't on track yet.

212man, it's all much the same from what I can see, if one engine fails we both keep flying so have more to sort out than a FLWOP or autorotation. At least then you know it's going to be over in five minutes (or fifteen seconds in your case). Thanks for the support.

Tinstaafl, that's pretty much how I had it as well, it's thrown me a bit. I was starting to wonder if I should stick to VFR flying (which I enjoy), but a long flight today around the North Island (NZ) with an actual IMC approach from 7000' to 1000' has cheered me up somewhat. And I made up a new one-liner of my own, 'flying is a great way to feel average'. :) :)

Off to read some Richard Bach and get inspired.

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Confident, cocky, lazy, dead.

c6:

Accepting that you can't always preplan everything, in your scenario, once the C-P-D-I-V-F is done and you're not in danger of spearing anything, what is the next immediate threat? What is going to kill you first- and deal with it next?

If traffic or ACC have become the major issues, the fastest solution may be to call 'MAYDAY - C-XXXX ENGINE FAILURE CLIMBING OUT. STANDBY' - establish your priority over everyone else and relegate them to the back burner. If not and you still have flying issues, haven't got blueline or whatever, then deal with them first until fixed.

Be sure however that at the end of the day, on the ground in a nice warm office over coffee and doughnuts, a group of people will spend 6 months micro-analysing what you did by yourself in 6 minutes in the air :rolleyes:.

CB

Keep it simple. Keep it safe.

1. Control the A/C, including your flightpath;

2. Ensure performance (full power, identify and shut down the failed engine, reduce drag etc);

3. Plan of action? Think about what you're gonna (try) to do;

4. Tell somebody about it (ATC);

5. Talk to your PAX;

6. Go to your checklist and square things away that you might have missed (securing the engine, and invoking any special operating procedures that may be pertinent to that particular type you are flying).

Aviate, Navigate, Communicate has it's place when you're in the ab-initio stage of training, but in my opinion it's simply a rhyming catchphrase that instructors tend to throw at their students.

Commonsense needs to prevail. Keep it simple:

1. Control.
2. Performance.
3. Everything else.....

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Dyslexics of the world untie!
JARSE! A member of D.N.A. (National Dyslexics Association)

[This message has been edited by Hugh Jarse (edited 28 June 2001).]