Continuing Ed

Passengers In Control

Who is the pilot in command (PIC) in a single-pilot airplane with several people aboard? That's easy enough to answer: Part 1 of the federal aviation regulations (FARs) says it's the appropriately certificated and rated person aboard who has been designated, either before or during the flight, as the one holding "final authority and responsibility for the operation and safety of the flight." Clear enough, but in discharging those duties, the pilot in command should take into account the other PICs - the Passengers In Control.

Whenever at least one P-for-passenger is aboard, the flight is, or should be, conducted with passenger's best interests in mind, and that may mean giving the passenger some measure of control over what happens during the flight.

Looking out for the best interests of passengers is the bedrock principle behind the regulations governing FAR Parts 135 and 121 for commercial passenger operations; shouldn't it drive the conduct of our Part 91 flights as well?

Safety is the primary concern. We'd also like our passengers to be as happy and maybe even happier at the end of the flight as when we first closed the cabin door. Consistently achieving a good "happy factor" is the hard part. We train and practice to be safe pilots, but scant attention is paid to learning techniques intended to make the flight a less stressful - if not downright enjoyable - experience for the passengers.

Attitude - the pilot's - can make the difference between an enjoyable flight for passengers and one they later describe as a trip through a torture chamber. A pilot who fails to consider what's best for passengers is guilty of being uncompromising and arrogant.

Pilots should begin by recognizing that flying in a small airplane is not everyone's idea of a great time. Assuming that your passengers aren't afraid, they're likely to find it interesting, what with the great low-altitude panoramic view compared with an airline passenger's perspective. But small airplanes are just that - small. The cabin is no more cramped than the cheap seats on an airliner, but it's certainly noisier and draftier, usually with no air conditioning and only rudimentary heat. And don't forget that the light airframe is affected by the slightest turbulence.

Flying in the clouds in a light airplane also is a completely different experience than sitting in an airline cabin and peering into the gloom through the tiny porthole that passes for a window. The expanse of glass in a light airplane that gives passengers such a great view of the scenery in good weather also gives them a 360-degree, total-immersion view of the clouds when the weather is not so good. Under those conditions, it's easy to see how a passenger with nothing to do but sit and watch can become claustrophobic.

The best way to give passengers a good flight is to elevate them to near-PIC status. Base your planning and routine decision making on what is best for them. That may be different than your personal preferences or what would be most efficient in terms of time or fuel.

One example familiar to many of us is the passenger who decides, 30 minutes into a three-hour flight, that his discomfort isn't due to an overly tight lap belt, but to his bloated bladder. Handing your distressed passenger a plastic bottle is not an option. You fume and try to cajole the grimacing passenger into holding out until you've flown at least half the distance of the trip. An hour at the most, you assure him. That just makes it worse, of course, and you end up landing with everyone in a foul mood. It would have been better if you had taken the news gracefully and landed immediately. Even better, you could have counseled your passengers the night before to avoid drinking too much coffee, juice, soda, or water before departing the next morning.

Speaking of the next morning, you want those wheels lifting off the runway no later than dawn, right? Early morning may be the ideal time to fly, but if your passengers are late risers or habitually slow to get going, you could be setting yourself up for a disagreeable, late (in your eyes) start to the trip. Weather (including summertime turbulence) and other factors permitting, why not ease up on your personal schedule and leave later. Your passengers will be happier for it.

Pleasure flights are a different matter. They are supposed to be all about - you guessed it - pleasure. Make it so for your passengers. Defer to their wishes when selecting routes, destinations, and travel times. They may be a lot less interested in visiting an aviation museum than in flying to a large city for premium shopping opportunities, riding roller coasters at an amusement park, or spending a special night out at an extravagant hotel.

The key word in the FAA definition of PIC is "final." It doesn't say the pilot has absolute authority. It says final authority. Knowing the difference can make everyone happier. The buck stops with you, but it doesn't necessarily get started there as well.