When I was a brand-new pilot, I worked behind the counter for a Cessna dealer that allowed me to fly its training airplanes to build time. I'd not flown its Cessna 172 often, preferring the low-wing Beech Sport, but one day I had an opportunity to fly after work and I wasn't going to let a little wind keep me from flying.
My only problem was, since I hadn't flown the Skyhawk recently, and our airport was notorious for its wicked crosswinds, I was a bit behind in my high-wing crosswind techniques. Figuring I could use some practice, I proceeded to make three to four passes at the runway before I could even get the airplane close to the ground. Each time I tried to land, my approach was too high and too fast. As soon as I'd get within a few feet of the ground, the airplane would balloon up, and I'd find myself fighting the controls, terrified of planting it on terra firma.
So, I used my best option, the one my instructor had repeatedly told me about: the golden go-around. It's probably the best landing option any pilot has. After another trip or two around the pattern, I did land the airplane safety--although another option would have been to land instead at a nearby airport with a runway more favorably aligned with the wind.
Having my own scary story to tell got me listening very closely the next time the hangar-flying sessions began. Those informal discussions around the airport can contribute to your aviation education. So can reading about the experiences of others (see "Learning Experience: Caught Flat-Footed," p. 39).
Best Options for...
Landing: Go around. This one can save your bacon, and I've salvaged many a bad situation with this best of all options.
Takeoff: Decline "cleared for immediate takeoff" unless you're positive you're ready. Most of us aren't ready, and declining while holding short is a good option. Like a bad approach leading to a bad landing, some "cleared for immediate takeoff" instructions are the first link in the accident chain of events.
"I think I can." If you're in doubt as to your ability, you've reduced your options. Ask yourself, "How will this sound at the NTSB hearing?"
Weather problems (for takeoffs and landings): Wait. The weather always improves, frequently quickly if it's a local system and passing overhead, but other times it might take a day or more.
Low fuel: Land now. The needles on those gauges won't ever go up, just down. If you're on the ground asking yourself, "Do I have enough?" then buy some more. Remember, more gas is the stuff more options are made of.
Best fuel monitor: Use your wristwatch. Know your aircraft's range in hours--plan to land with one hour of fuel remaining.
Stupid mistakes: 'Fess up. We all make them; learn from them. You'll get lots of help and learn some new options. |
Years later, with probably 18,000 flight hours under my belt, I found myself again in the same situation, this time in my Beech Baron at the infamous Sedona, Arizona, airport (dubbed SS Sedona because it resembles an aircraft carrier with steep drop-offs at both ends). On that turbulent and gusty day, I bounced so hard it was easy to jam the throttles fully forward as I zoomed airborne and went around for another try. Later, another pilot came up to me on the ramp and said, "I was sure glad to see you go around after that arrival!" I heartily agreed and reminded myself that bad approaches generally lead to bad landings. The go-around is, indeed, a pilot's ace in the hole.
Options can appear in many forms, from ground habits to in-flight escape plans. They are the solution to most problems, and pausing to look at the situation with some options in mind can often afford you a quick cure.
Common options are the stuff that good preflight planning is made of. Choose routes that give you a way out if you need it (this is particularly wise when flying in mountainous areas). The ability to fly at various altitudes can give you that warm, comfy feeling--especially on days when you can climb above turbulent air near the surface. Having an oxygen tank on board with sufficient masks for all passengers is a great way to further expand your altitude options.
I usually prefer to fly at the lower altitudes, but sometimes it makes good sense to take a higher altitude first, perhaps descending gradually as the flight progresses. That extra altitude often gives me extra options as to route. It may allow me to request a direct heading to a particular fix (which would not be possible at a lower altitude), instead of having to follow a zigzag airway. Perhaps I can be less concerned about nearby restricted areas that I would have to avoid if I flew lower. When I'm higher, I'm usually in better radar contact, so it will be easier to obtain VFR traffic advisories from air traffic control. So altitude has lots of benefits. Choosing the right altitude is based on planning and weather information.
Speaking of air traffic control, I never hesitate to ask them about "ride" information at various altitudes, particularly if turbulence is a concern. Asking for a direct heading to your next VOR or fix, if you're flying under IFR, is also a time-saving trick that will let them know your preference. ATC is a great resource, and controllers frequently have more options available, just for the asking.
When I'm flying cross-country, I try to expand my options as I get closer to the destination. My brain goes into the descent-planning mode, and I start thinking about how to lose any excess altitude I may have enjoyed en route (see "Looking for Lower," October 2005 AOPA Flight Training). Many of these options are learned by trial and error, but often I'll increase my options by speaking up, asking for what I need. Especially if you're flying under instrument flight rules (IFR), controllers like to fit you into their flow plan, but as pilot in command you can always decline and request another option. If you have sensitive ears and need a slow descent, advise them early. Often a more circuitous route can help you get the time you need to accomplish your descent. If you get a vector that heads you straight toward the airport, which may torpedo your well-planned descent, decline the vector and explain your need for more "miles to run," as the Aussies call it.
You may even have to delay your arrival, but sometimes that can turn out to be a time-saver. My hometown airport of Santa Barbara often has crosswinds affecting its long runway (which I prefer for more pavement and less taxi time after landing). If Runway 25 is in use and my arrival flight path can be substantially shortened by using Runway 7, I'll request it. I may have to make a 360-degree turn to allow traffic on Runway 25 to land, but even then this option usually saves me time and fuel.
One good option is to advise ATC of what you really want to do. Often we want to sound professional, so we just accept what they give us. Telling them what you want can often give you those extra options. Leaving the Los Angeles Basin one day, I had filed to fly west to Santa Barbara, then north toward Fresno, thinking this would be a better routing for traffic and terrain avoidance. Once I was airborne, I realized that my present heading was a direct shot to my destination airport some 10 nm north of Fresno. So, I decided to 'fess up and told the controller my real destination was Madera. He immediately cleared me direct and solved my problem with a wave of his magic vector wand. "Ask and ye shall receive" soon became one of my best option-builders. But speak up early, as options are best when you plan for them.
Pilots love to teach, and telling hangar tales is a great way to learn what options other pilots have used, many of which might never occur to you. If I'm flying to a new area, I'll often call the local FBO, ask to speak with a flight instructor, and see what options he or she can suggest. I explain my concerns, describe my situation, and try to get as much information on local operations as possible. Even if there's no flight school at the field, calling any aviation business located there will usually net you some good info. I also like to keep the telephone number of my destination airport's ATIS or AWOS in my cell phone so I can call for updates, right up until the time of my departure.
Options are the stuff cockpit resource management (CRM) is made of. CRM means using all available resources--whether it is hardware, software, liveware (your brain or someone else's), a passenger, ATC, or anything else that you can obtain information and assistance from. I often use my cellphone just before takeoff to advise a contact of my expected ETA. When you can't reach ATC on the ground with your aircraft's VHF radio; you can often call them from your cell phone.
Options are a pilot's best friend. Like a stock option, they allow you some flexibility, and certainly peace of mind. Keep a list of the options you like best and you'll soon acquire the ability to sense a potential problem before it develops. You'll be able to sense how many options you'd like to have; how many you do have; and then, when that number decreases, you can remind yourself of the fact that as pilot in command, you can land at another airport, reverse course and fly home, or simply not take off. "No, no way, forget it" can be a great option--and one that I keep handy in case I find too few backups to keep me happy, healthy, and available to fly another day.
Karen Kahn is a captain for a major U.S. airline and author of Flight Guide for Success--Tips and Tactics for the Aspiring Airline Pilot. Type-rated in the Boeing 757/767, MD-80, and Lockheed JetStar, she is an FAA aviation safety counselor who holds ATP and Gold Seal flight instructor certificates. Kahn is rated in gliders, seaplanes, and helicopters. Visit her Web site.
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Links to additional resources about the topics discussed in this article are available at AOPA Flight Training Online.
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