Avoid foolish mistakes
The situation improved when I learned to sit on my hands for 10 seconds after observing an abnormality. Quick decisions and flailing hands were replaced by intelligent evaluations and appropriate actions. This lesson should be taught during general aviation flight training.
Aircraft abnormalities are divided into two groups: emergencies and irregularities. An emergency requires both immediate and reference action; an irregularity requires timely reference action. Immediate action items are performed from memory. Reference action items are performed using a written checklist.
Engine failure and aircraft fire are emergencies. A rough engine, fuel flow fluctuations, landing gear problems, electrical malfunctions, instrument failure, or an open cabin door are irregularities.
Evaluation is the first step, if the problem is not obvious. What do you think happened, and can you prove your assumption? For example, engine oil pressure has dropped to zero. Before you declare an emergency or execute a forced landing, check the oil temperature. If it's normal, the oil pressure gauge is probably the problem. Temperature will climb if the pressure is dropping.
Instrument training provides a good opportunity to teach the importance of proper evaluation. During partial-panel flight-the attitude and heading indicators are covered-your instructor says, "I smell electrical smoke." When you start to turn off avionics and other electrical equipment to isolate the problem, your instructor says, "Why don't you just turn off the master switch in order to immediately stop the fire's origin and then turn off the appliances?"
If you follow your instructor's advice without thinking, he will ask, "How long can you continue to fly on instruments?" Don't say, "Until I run out of gas," because the electric turn coordinator-an instrument that you must have in this situation-lost power when you turned off the master switch.
Validation is the second step. If you move a switch, you must confirm that the desired action occurred. For example, if you turn a fuel pump on or off you must observe a change in fuel pressure.
A landing gear indicator problem provides an example of proper validation. Most pilot's operating handbooks (POHs) are vague on this subject, but prudent decisions require a complete understanding of the landing gear system. Retractable-gear airplanes usually have two gear-warning systems that work in parallel: the horn and the lights. If a gear-down light does not illuminate after the gear is extended, and swapping light bulbs does not help, the warning horn can be used to confirm landing-gear extension.
But, a hazard may still exist if the horn has failed since it was last tested. To validate the horn, you should raise the landing gear and climb to a safe altitude, retard the throttle until the horn activates, and extend the gear while the horn is blaring. If the horn shuts off, you have a valid gear-down indication.
Many factors can generate similar traps: the lack of cockpit familiarity, system knowledge, or sleep; high workload; turbulence; and poor cockpit lighting. Can you identify every switch and control in your cockpit while blindfolded? Are you mentally prepared to cope with all conceivable problems in that airplane?
Instead of flying the airplane every time you get in it, spend some time sitting in it on the ground with the POH and think about possible failures. If the information is limited, ask a mechanic for help. With proper knowledge you can avoid situations that prove the old adage, "Haste makes waste."
Ralph Butcher, a retired United Airlines captain, is the chief flight instructor at a California flight school. He has been flying for 43 years and has 25,000 hours in fixed- and rotary-wing aircraft. Visit his Web site.
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