Coaching Corner… When things go wrong…

No matter how much you prepare, unexpected failures will lurk, reminds PCS Head of Training David Cockburn. When they do, be sure you have your basic priorities straight…

Idon’t know about you, but when I’m flying I’m not expecting anything to go wrong. I try to make sure before taking off that the aircraft is serviceable, I make sure the routine maintenance is complete, and I carry out the daily (or between flight) check carefully. I plan the route on a current chart and load it into my GNSS box. I study the weather for possible hazards, and I check Notams for additional ‘gotchas’. That way, I can be nicely relaxed for the flight itself.

I am, of course, aware that there are times when I need to be ready for something to catch me out. Accident reports tell us that the take-off and initial climb always needs that concentration, because there is little time to act. Is there a safe landing area ahead if the engine decides it has had enough of me demanding its maximum effort?

Like you, I expect, I try to brief myself on the necessary actions if the engine was to fail, and my senses are attuned to any unusual noises or indications during the take-off run. I’m also watching to make sure I get airborne in the distance I expected, but once I reach a height where I’m happy that I’d have time to think before acting if the engine does fail, the feeling of relaxation sets in.

However, accident and incident reports remind us that there is always the chance that the aircraft, or the pilot, will experience some sort of unexpected failure at any time, not just in the take-off and initial climb phase. Things can happen suddenly, although often careful routine checks can often identify potential problems early. The digital engine management systems and flight and navigation instruments which many of us have fitted to our aircraft are intended to, and usually do, reduce cockpit workload. However, they also have relatively sophisticated warning systems, and any warning indication will demand as much attention as an odd noise, smell, or vibration. What then? Different situations require different actions to minimise their effects, but we need to apply the priorities of ‘aviate, navigate, communicate, check’ at all times.

Aviate

It makes little difference whether the aircraft, its occupants, or external forces have caused the problem. The first priority is to bring the aircraft to a safe condition of flight using the flight controls. We then need to maintain that safe condition of flight, so trimming to a safe speed is pretty important, although accuracy is not necessary. Flying in cloud is unlikely to allow safe flight so we need to stay in clear air if at all possible.

Flames, smoke and fumes are likely to bring about an unsafe condition rapidly, so if these are present we need to try to get rid of them as soon as possible. We cannot afford to let the situation get worse, so it is vital that we know at least the initial actions required to stop fire and fumes damaging ourselves and our aircraft, and take them.

However, we mustn’t rush – taking the wrong actions can make matters worse. Smoke or flames from the engine itself normally requires the fuel to be cut off, while a fire inside the cockpit is almost certainly caused by an electrical fault (Adolf Galland smoked cigars in his Messerschmitt, but I think that’s less of a hazard nowadays…).

Indications of a likely sudden loss of power, for example a rough running engine or low oil pressure, should also be dealt with rapidly to prevent the safe condition becoming unsafe. We must also know what initial actions we should take to minimise the risk of such an unsafe condition occurring. AAIB reports frequently cite carburettor icing as a likely cause of such power failure and most handbooks include selecting carburettor heat as an initial response to a rough-running engine, although selecting another source of fuel, if available, is also advised.

Damaged structure, perhaps the result of a bird-strike or collision, has the potential to create a more unsafe condition especially if the flight controls have been affected. Although the damage may well reduce the pilot’s control over the aircraft at low speed, high dynamic pressure (indicated airspeed) is almost certain to make any damage worse. Gentle control movements would also be advisable.

Navigate

Once any necessary initial actions have been taken to maintain a safe flight condition, we should try to set the aircraft travelling in the safest direction for the situation. If the engine has failed, or we have shut it down, we have a forced landing to contend with. We must assess the wind and navigate towards, and if possible around, that landing field. We have kept ourselves in practice for PFLs, haven’t we? Perhaps if you haven’t, maybe a session with a Coach would be useful?

If the aircraft can still maintain safe level flight, but we have indications that might not be possible for long, we should direct our course towards the safest area where we might make a safe landing, either an aerodrome or an area of landable fields. That applies if weather is the reason why such safe level flight may become impossible. If it seems that we can remain safe for a little while longer, the nearest suitable aerodrome should be our target.

Communicate

Once heading in a safe direction in a safe flight condition, it is a good idea to let someone know we have a problem. Don’t worry about the correct terminology, or bothering a busy Air Traffic Controller, they are trained in their simulators to help pilots with problems and they really like to get their teeth into a genuine one. They’ll ask for any information they need but that we forgot (but if we haven’t finished sorting out a problem it’s worth telling them to ‘Stand By’ until we have). If the radio box already has an ATC frequency selected then we should call on that, but if not then 121.5 MHz gives us the Distress and Diversion Cell. ‘Mayday’ if we can’t maintain safe level flight, ‘Pan-Pan’ if we can but have a problem and want some help (perhaps through controlled airspace or just navigational assistance while we attempt to solve our problem). We should select the emergency transponder code, unless a controller with a radar set already has us identified with a different transponder setting.

If we feel that the problem really does not require outside help, it is a good idea to at least set an appropriate frequency in case things get worse while we finish sorting things out.

Check

While the aircraft is in a safe condition, travelling in a sensible direction, with help available if necessary, we need to refine and check our actions. We may have taken the initial actions to prevent an unsafe situation developing, but have probably not actually solved any problems. It is time to get the checklist or Flight Manual / Handbook out. We should check that what we did as initial actions were correct and complete, and then take whatever further actions are listed. If our problem did not require any urgent initial action, then we should read through, and carry out the actions required by, the checklist. However, there are other aircraft in the air, so we must intersperse our reading and switching with a good lookout scan.

Above and below No matter what problem a pilot is reacting to, whether it’s an unusual instrument indication or a warning light, the priority is to safely fly the aircraft while you assess the situation.

Having checked and completed the actions in the checklist, we can assess what else we need to do, and that applies even if the checklist offers no help. We should also update the controller if we alerted one earlier. Do conditions require a runway with a smoother surface, more available landing distance, or less crosswind? Do we need to minimise radio calls?

Fatal accidents involving technical failures are reported all too often. However, investigation invariably discovers that the technical failure was only a secondary cause. The primary cause is usually the failure to follow the priorities

The latest LAA Engineering topics and investigations – Compiled by

Jerry Parr