Flight Training - July 2011 - 31

BEGIN PLAYING “WHAT IF” GAMES WITH YOURSELF.

PROPER MENTAL ATTITUDE ACCEPT THE FACT THAT SOMETHING CAN GO WRONG, AND PREPARE FOR IT DEVELOP A PROACTIVE ATTITUDE HOW SERIOUS IS THIS PROBLEM NATURE OF THE FAILURE ENGINE FAILURE ON CLIMBOUT ELECTRICAL FAILURE SOME ARE MORE CRITICAL POWERPLANT EMERGENCIES IMMEDIATE DECISIONS PROPER MENTAL ATTITUDE ACCEPT THE FACT THAT SOMETHING CAN GO WRONG, AND PREPARE FOR IT DEVELOP A PROACTIVE ATTITUDE HOW SERIOUS IS THIS PROBLEM NATURE OF THE FAILURE ENGINE FAILURE ON CLIMBOUT ELECTRICAL FAILURE SOME ARE MORE CRITICAL POWERPLANT EMERGENCIES IMMEDIATE DECISIONS NOTE THE EFFECT PRACTICE VISUALIZE ALTERNATE LANDING AREAS DIVERTING UNFORESEEN COMPLICATIONS SECOND NATURE ENGINE-OUT “WHAT IF” APPROPRIATE ALTITUDE CHANGING TANKS/FUEL PUMP DRILL SURVIVABLE DO IT WITH YOUR EYES CLOSED SEPARATE EACH CONTROL SYSTEM GET ADEPT AT CHANGING PITCH NO HANDS MECHANICAL FAILURES MMEDIATE DECISIONS NOTE THE EFFECT PRACTICE VISUALIZE ALTERNATE LANDING AREAS DIVERTING UNFORESEEN COMPLICATIONS SECOND NATURE ENGINE-OUT THE MENTAL PORTION. There are two very distinct aspects of emergency preparedness. The most obvious is practicing scenarios we know are most likely to happen in a mechanical way. This is important but not nearly as important as the other, less tangible aspect of coping with emergencies—developing the proper mental attitude. Most flight instruction emphasizes technique. We don’t often talk about mental attitude, especially when it comes to something as potentially stressful as an airborne emergency. For many, to put flying in anything but a positive light takes some of the joy out of it. So, we turn a blind eye to the possibilities rather than facing emergencies and preparing for them. This is the wrong mental attitude. The proper attitude is a defensive one in which we willingly accept the fact that something can go wrong, and prepare for it. In developing a proactive attitude, many of us actually make the assumption that whatever can go wrong, will go wrong—yet we don’t let that negative point of view detract from the satisfaction and joy flight gives us. There is a perverse peace of mind that comes from the sure knowledge that, as much as possible, we’re prepared for whatever might happen at any time.

induced, as are many system failures. But it can be practiced. Mentally separate each control system in the airplane and fly with someone in the other seat blocking the movement of that control. When he or she blocks ailerons, you’ll find you can steer the airplane fairly well with just the rudder. Blocking the rudder is no big deal on a tricycle-gear airplane; many won’t be able to tell the difference. Flying without the elevator is a different scenario. Try flying approaches at altitude with the elevator held in neutral. Make glides and use various amounts of trim, in combination with power, to get the nose up for the landing flare. Then try the same thing with the elevator in a slightly up position. Then slightly down. Get adept at changing pitch with power applications at the right time. In these kinds of situations, don’t expect to make a pretty touchdown. A safe one will do. The elevator is more likely to be disconnected than jammed, so fly some ataltitude approaches with no hands on the yoke. The airplane will respond to trim changes much better but you’ll learn that you have to lead the needed changes and bolster them with power.

A subset of the “be prepared” attitude is recognizing that in even minor emergencies, every one of us has the capability to become our own worst enemy. We have to keep our fear in check, and remember to “Fly the airplane.” Panic has killed more pilots than mechanical failures because panic destroys our ability to think clearly and causes us to do dumb things in haste. In many cases, simply slowing down, thinking about the situation, and then acting in a defined and logical way is the right choice. The types of potential mechanical failures are incalculable, so the next time you climb in your airplane, from the moment the takeoff roll is started, watch what you move and what you touch. In each instance ask, “OK, so what if that breaks? What would I do?” It might be a failed throttle that won’t retard, trim that won’t move forward, a control lock that was left in place: if you can imagine it, it can happen, so take the airplane up to altitude and work out solutions. This will make you a better pilot, a safer pilot, and a more confident one.
Budd Davisson is an aviation writer/photographer and a magazine editor. A CFI since 1967, he teaches about 30 hours a month in his Pitts S2-A Special. Visit his website (www.airbum.com).

JULY 2011 FLIGHT TRAINING

/ 31

http://www.airbum.com

Flight Training - July 2011

Table of Contents for the Digital Edition of Flight Training - July 2011