MARCH 2020

Getting ahead !

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One aspect of flight that is far too often overlooked by pilots is being "ahead" of the aircraft at all times. This may seem simple enough but is it?

We know when we are airborne that our next step is to ...say turn downwind. Or maybe make an in bound call to our approaching airport. Yes that's getting ahead of the aircraft. I was taught many years ago that a good pilot will always be 10 minutes ahead of his aircraft at all times. In other words...thinking ahead. What is my next step? What do I need to do or think about ahead of time? In other words.. planning. We would never set off to navigate to an unknown destination without preparing a detailed plan. That's just plain wrong and dangerous. But even with the best plans do we think ahead for the next step.

So you get the idea OK! Now think about pre-takeoff planning. Do you earnestly think ahead as you prepare to taxi for takeoff? Of course I hear you say. Well I can assure you far too many pilots dont take that pre-takeoff step seriously enough with disastrous results. As an instructor I see students turn to me and ask "are you ready"? Well my answer is always yes BUT is the pilot ready ...really ready? So here is a check that I think we all need to practice EVERY time we take-off:

1. Identify the correct runway number and direction.
2. Check the wind sock for direction and speed. Analyze what impact the wind will have on our take-off roll. How much cross-wind component will I encounter. Say it out loud BEFORE you enter the runway.
3. Listen actively to the radio whilst taxing for the hold point. There may well be other traffic that you need to identify and prepare for to avoid conflict.
4. Visually and verbally check that the runway is actually clear before entering. Check that the runway is clear before actually rolling for take-off.
5. Set a realistic abort take-off point on the runway. Sufficient to enable you to stop safely should you need to abort or encounter an engine failure. Better to be down here...etc
6. Plan for ensuring you will push the control forward (to gain best glide speed) should you sustain an engine issue once you have rotated and become airborne. I say out loud..."if I have an engine failure on take-off..I will push control forward to maintain a glide airspeed...regardless of height".
7. I work out before I take-off where I will direct the aircraft once airborne and no more that 30 deg either side of my direction to find a suitable landing location due to an engine issue.
8. Finally I plan never to turn back to the runway at less than 1000ft AGL

I hope you can see that planning to be "ahead" of the aircraft by thorough planning will ensure you get the best possible outcome from the initial taxi and take-off. You will avoid entering the wrong runway, you will not conflict with inbound traffic, you will not put yourself or passenger in harms way and will have the best possible outcome should you need to abort at anytime.

Sounds simple I know. So the challenge. Why don't you write up your own "pre-roll checklist" and use it next time you fly. I'd love to hear how you go and any other suggestions you may like to make. If the commercial airlines can do it and they do...and remain amazingly safe, then it's up to us in lighter aircraft to use their strategies to stay safe. We use a checklist to start the engine, we use one to do pre take-off checks...remember redundancy (what if!!)...why takeoff without doing say a mag check ... yet prepare to take-off without checking that the runway is clear for example!!

Watch this video to see an engine failure on take-off practiced. How long since you challenged your superior flying skills?

One final note that needs to be remembered. IF you abort a take-off roll for whatever reason, with runway remaining, make sure you throttle back immediately as you brake. I see lots of pilots only partially throttle back whilst braking. Eliminate power at all costs. Finally if the fence at the end is looming you can also flip both mags off. It will stop the engine immediately, help reduce ground speed and minimise damage to the engine should you encounter a fence etc. Lots to think about BUT if you pre-prepare a take-off plan, and get ahead of the aircraft and practice...it may well save your bacon.

Finally...want to catchup on previous newsletters?:-

This months thought:

‘In flying I have learned that carelessness and overconfidence are usually far more dangerous than deliberately accepted risks.’—Wilbur Wright, September 1900

.Cheers

Ian McDonald
PS - do you have any questions or points of interest you'd like me to discuss or investigate. Drop me a note.
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Vision10conversions · Rostrevor · Rostrevor, SA 5073 · Australia