Early in my flying career, I flew with some seasoned, gray-haired captains who would brief their new first officer this way: "I only have three requirements while you fly with me. One: No violations. Two: Fly safely. And three: Let's have some fun!" Sounds simple enough; however, there are layers of fundamentals woven into that simple checklist. If you were to read through all of the procedures, techniques, and checklists on a "virtual paper flight" from A to B, and "flew" everything perfectly as written, you would realize that you achieved a perfect flight because it was all done by the book. Actually executing an absolutely perfect flight may not be possible, but it's a worthy goal just the same.
After completing any competency check- ride in a simulator or airplane, often I will be asked by a colleague, "Well, how did it go?" My usual response is "Pretty well, but I am still searching for the perfect flight!" Aviation is a lifelong skill-building pursuit. Maybe it's just as well that we never quite arrive at that destination of perfection in aviation. Perfection leads to complacency, and complacency leads to a compromise of safety.
Plan for the unforeseen
"Doing it the same way every flight" is about avoiding complacency by way of avoiding assumptions. One of the hard lessons I learned early in professional aviation is to never assume anything! Never assume that the weather is going to stay the same as when you were briefed an hour ago. The more weather information at your fingertips, the better. I never go anywhere without at least three sources of weather information, including the official briefing from Flight Service. Take the synoptic approach to weather by blending all of the information into a cohesive whole. Let the pictures (all of the aviation weather maps available to you) build a story, from the start of your flight to its completion.
Be ready for changes in the weather that may change the story and lead to a new ending to your flight. Be flexible, and make sure your airplane has the necessary fuel to allow you to be flexible. This usually means carrying a little more than planned in your preflight computations, if the capacity is there. If your preflight planning shows that adding a little extra fuel for weather would require taking off at higher-than-maximum gross takeoff weight-taking into account passenger and baggage weights for the flight-then perhaps you are compromising safety by attempting to fly nonstop to a destination.
Perhaps you should be planning for an en route fuel stop rather than landing with exactly 30 minutes of reserve fuel as the federal aviation regulations require for a daytime flight conducted under visual flight rules (VFR). In today's complex air traffic control environment with Class B and C airspace requirements and restrictions, 30 minutes of fuel doesn't get you very far. I'd much rather land with one hour of reserve fuel on a day-VFR flight plan, even if it means making an intermediate fuel stop short of the final destination. This type of safety-oriented thinking will take you far in aviation.
A careful, thorough preflight
The aircraft preflight is the next task that you should make sure you accomplish the same way each and every time you fly. Since time constraints can compromise aviation safety, give yourself plenty of time to do a thorough preflight at a relaxed pace. A rushed job here often leads to unwanted consequences.
Force yourself to move slowly, using the checklist and being very fussy. I call it "the picky preflight," and that's exactly what it is. Most students believe that preflight activity is limited to the physical aircraft inspection before flight; however, many other items must be covered-don't just look to see that all the big pieces are still attached. It's the little pieces that go missing, or are missed on the preflight checklist, that will get you into trouble.
The thorough and picky preflight centers on a general distrust of everything to be inspected. This approach to the inspection process is not meant to spoil the party before you even get airborne. However, a little healthy skepticism may just well save the day.
All of your senses-with the possible exception of taste-should be employed during the preflight. Sight, hearing, smell, and touch may all be coordinated to confirm the condition of your aircraft. If something doesn't look quite right, chances are it isn't! Look into it further, and don't hesitate to seek another expert opinion from a flight instructor, a mechanic, or a fellow pilot. This is good use of cockpit resource management (CRM). And ask for assistance on any preflight checklist item of which you're unsure.
IMSAFE with acronyms
Acronyms will help you in your quest to do it the same way every flight. An acronym is merely a set of letters, usually creating a nonsensical word that helps you to remember some sort of checklist. You've probably learned a few from your instructor, or perhaps you have made up a few of your own. You will be using them throughout your flying career, including at the corporate or airline level of professional flying.
A few of my favorites include the prelanding GUMPS-Gas, Undercarriage, Mixture, Prop, Seatbelt; the preflight paperwork-check ARROW-Airworthiness, Registration, Radio station license (once required for domestic flight), Operating handbook, and Weight and balance; and IMSAFE-a "fitness for flight" checklist acronym from the Aeronautical Information Manual. Basically it means you are safe for flight, not impaired by illness, medication, stress, alcohol, fatigue, or emotion.
As long as we are on the topic of acronyms, why don't we make one up? Let's call this your SWET. Things you should be doing the Same Way Every Time include many basics that you learned early in your training, such as looking before turning and making clearing turns to the left and right before every flight maneuver that may obstruct any part of your traffic scan.
For you Hollywood movie fans out there, use the term lights, camera, action when you are cleared for takeoff, meaning, takeoff/ landing/strobe lights are on, transponder is turned on to the Altitude position ("camera" for ATC radar controllers), and rpm/manifold pressure indicates a positive power increase in the green.
Other SWET items should include flying proper VFR altitudes for direction of flight. Flying proper airport traffic pattern entries and departures at nontowered airports. Flying with current VFR charts. Setting a personal comfort zone for maximum crosswinds (up to the airplane limitation) and not exceeding it. Raising the minimum VFR visibility required up to your own comfort zone.
If you have an instrument rating, do a WIRE check before starting an approach: obtain your Weather, do an Instrument approach review, set up your Radios, and Execute all descent and before landing checklists. Fly what is called the "6Ts" whenever crossing the initial approach fix on an approach: "Turn, Time, Twist (OBS course selection), Throttle, Talk, Track." Any high-time pilot realizes that the consistent application of these types of safe operating practices has brought him or her to that point in the logbook.
After doing preflights for thousands of hours of flying, you become accustomed to seeing things the same way every time. However, be aware of the nemesis of this comfort level, which is again termed complacency. Checklist discipline is your last line of defense against human foibles. If your goal is to acquire the private pilot certificate, then strive to become the ultimate professional pilot at the private certificate level and be proud of your hard-earned accomplishment.
It's fine to run a checklist as a "do list" or "flow," but always follow this up by reading aloud the checklist to make sure you did not miss anything. I often complete a checklist by asking myself, "Did I miss anything?"
Communicating like a pro is another procedure you should follow day to day. Review the Pilot/Controller Glossary in the AIM periodically, and follow a few simple rules of communication etiquette and professionalism: Gather your thoughts before speaking, pause and wait for a break in the communication exchanges taking place, and communicate concisely. Listen to what is going on around you, rather than listening just for your call sign or blurting out requests to ATC. Things go a lot more smoothly for everyone when everyone in the shared airspace has a little situational awareness.
Part of preparing for any cross-country flight is to always expect the unexpected, and knowing how to adjust. Student pilots flying into smaller and midsize airports need to know what to expect when they get there. Reviewing the Airport/Facility Directory before every cross-country flight is a good start. We need to know about fuel availability, weather briefing resources available on site, food, lodging (the unexpected overnight due to thunderstorms, low visibilities, or icing conditions), rest areas available for pilots at a particular FBO, and whether maintenance is available for any unexpected mechanical problems.
If you live in a cold-weather climate as I do, you learn the value of operating in cold weather conditions with respect for the effects they can have on you in flight or on the ground. Carry a carbon monoxide detection device if you expect to use the aircraft's heating system. (CO can insidiously leak into the cabin because of a cracked engine manifold, where the heat source is drawn from. The effects of CO inhalation can lead to a loss of consciousness.) Wear appropriate clothing according to the season, so you'll be prepared in the unlikely event you have to make an off-airport landing.
When planning a long cross-country flight in any season, make sure to bring along some bottled water and a few granola bars for your in-flight meal to keep your body properly fueled. (You're the flight attendant, and you are also in charge of briefing your passengers on safety items in the event of an emergency). Low blood sugar can lead to dizziness and impaired decision making; dehydration carries with it similar hazards, so don't purposefully make your cross-country flying more challenging than it already is.
It is interesting to note that every precaution we take as an aviator has a history and a story behind it. It's amazing to fathom the collective learning that has taken place in 100 years of powered flight and reflect upon how it benefits the twenty-first-century aviator every day.
Study the same way, too
You can apply this approach of consistency in flying even to your study habits, and it will form the basis of a foundation for keeping current throughout your flying career.
I will always be grateful to the pilots who handed down their professional legacies to me as I was advancing my flying career. I wish I had known earlier in my career the advice of a retired Boeing 747 captain given to me through his son, a DC-9 captain whom I assisted as copilot years ago. Captain Steadman used a study format that is tailored to reviewing and retaining huge amounts of information typically required of all pilots. His advice was to simply break down all of the manuals into 12 equal sections, reviewing just one part each month for maybe an hour or two. After a year, you have reviewed everything at least once to stay sharp, and you would be well prepared for any recurrent training or ground school.
This "one section a month" philosophy can be applied to any level of flying. For instance, in January, review the FARs and the AIM. In February, look over your aircraft's electrical system. In March, review the avionics, etc. (This is particularly important if you rent different aircraft with varying avionics systems.) Review something every month, spending a little time in each section of the material you are responsible for knowing. It's a stress-free way to study.
Adopting this approach and incorporating these concepts will lead to an enjoyable and consistent way of piloting every flight in sync with the pulse and rhythm of aviation safety, your number one goal.
Joel Stoller is a Boeing 717 captain for Midwest Airlines. He is also a part-time CFI who has more than 16,000 flying hours, including more than 600 hours of dual instruction.
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