Safety Spotlight: Hangin’ on the stabs

An example of this was tragically highlighted in a June 2016 NTSB report that detailed the crash of an Embraer Phenom 100 on approach to Montgomery County Airpark in Gaithersburg, Maryland. The report provides some insight into the background, training, and procedural lapses that paint a picture of a pilot who was wearing too big a hat, was behind the airplane, and didn’t recognize it.

The pilot, who was an accomplished medical doctor, errantly programmed the flight management system (FMS) with incorrect weight settings and didn’t use the aircraft’s anti-ice systems in icing conditions. The data entry errors resulted in an FMS-calculated VREF speed, or reference landing approach speed, of 92 knots. The correct approach speed for the airplane’s actual weight was 126 knots, and the anti-ice systems should have been turned on. The airplane was flying a whopping 34 knots too slow. With such a slow approach speed and snow and ice contaminating the wings, the aircraft succumbed to an aerodynamic stall and hit the ground, killing the pilot, passengers, and three people on the ground.

The NTSB said in a report, “[As] described by his instructor, the pilot needed a considerable amount of extra training to prepare for his checkride. Although he was proficient by the time he passed his checkride, evidence from the flight before the accident flight—as well as errors made by the pilot during the accident flight—revealed significant weaknesses in his capabilities.”

Whether flying a single-engine piston or a high-performance jet aircraft, we need to train ourselves to recognize when we are “hanging on the stabs.”History tells us that as pilots move up the performance ladder, they need a commensurate level of training and some innate ability. What was not contained in the report is that in 2010 this pilot had experienced another landing mishap, in a Daher TBM 700, at the very same airport. Sometimes just because a pilot can afford an aircraft doesn’t mean he or she is capable of flying it in challenging conditions. Whether flying a single-engine piston or a high-performance jet aircraft, what’s important to learn from this mishap is that we need to train ourselves to recognize when we are “hanging on the stabs.” Only after we recognize this can we take action and improve the situation so that small mistakes don’t add up to big consequences.

What indicators show pilots are getting behind their aircraft? It usually starts with a gut feeling. If you feel behind, rushed, or anxious, it’s probably because you are. Missed radio calls, small procedural errors, or trouble working through a checklist may not be concerning in isolation, but collectively these errors become clear warning signs. Extra training with a qualified CFI might be a good remedy. But what should you do if and when this happens in the air? First, recognize the problem, and second, shed nonessential tasks so your mind can catch up to the aircraft.

We’ve all heard the adage, “Aviate, navigate, then communicate.” From a task-shedding standpoint, start at the bottom and work up. First, tell ATC what you want or don’t want. “Stand by” is a simple phrase that lets ATC know you are busy. Conversely, if you need something, such as a turn in holding to get organized, ask for it. Next is navigation. Unless there’s a mountain immediately in front of you, just fly straight ahead. There’s nothing wrong with going straight for a bit. The last part, of course, is aviate. If you shed all other duties and focus only on one thing—keeping the airplane straight and level at an appropriate airspeed—you give yourself time to catch up. Obviously, if aircraft control is ever in question, shed your other duties and focus solely on flying the airplane.

You may be able to use other cockpit resources if you’re feeling overwhelmed, such as asking a passenger or co-pilot to assist with duties, or engaging the autopilot if your attention is needed elsewhere. Bottom line: Don’t let the inertia of a situation push you to the point where you feel overwhelmed. Keep your mind in the cockpit and not hangin’ on the stabs.

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