Flight Training - January/February 2023 - 41

Maybe it's pushing into questionable weather.
( " But the GPS says it's only five miles ahead! " )
Maybe it's trying to land in a wind that, after a couple
tries, is obviously more than we or the airplane
can handle. ( " I can do this! " ) Maybe it's pushing the
fuel too far. ( " Yeah, it'll be close, but we can probably
make it. " ) Maybe it's continuing to take off even
though the magneto drop was 300 rpm on one mag.
( " Nah, that's only on one mag and we have two. " )
Maybe it's thinking we'll impress our friends with
a really low pass. ( " They're gonna love this! " ) In
almost every situation, we know when something
just isn't right.
One of the reasons we know deep down that what
we're getting into isn't good is that, without meaning
to, some part of our mind is running down our own
version of the FAA's 3P decision making process.
Can I absolutely do it safely?
It's only by pushing our limits that we get better.
However, we shouldn't push into areas where our
comfort level is wildly exceeded. If you have to ask
the question, the answer is probably no.
Am I positive the airplane can do it?
Again, if you have to ask the question, you know the
answer. We know when it's marginal. A lot of the
airplane's performance limitations are clearly spelled
out in the pilot's operating handbook. Read it, refer
to it, then, if we're talking loads, runway lengths,
altitudes, or anything similar, don't believe it. Those
numbers were generated by test pilots in perfect,
new airplanes in flawless conditions. We normal
pilots won't get even close to those numbers. Give the
POH numbers a 25-percent margin or more. Don't
tip-toe to the edge they represent.
Partner provided content
Stuck above the clouds
An LSA ferry pilot on a delivery flight to
southern Texas ended up stuck above the
clouds after a beautiful day flying when
moisture from the Gulf of Mexico rolled
in beneath her. Watch her discuss how
she processed the situation and used her
Garmin G3X Touch with datalink METARs to
successfully identify a VFR airport to safely
divert to. siriusxm.com/diversions
Realistically, how bad can it be?
If we're talking weather, topography, runway surfaces,
and other conditions, assume the worst. Always err on
the side of conservatism. No one has ever been hurt by
not going into a weather mass or not going through a
mountain pass or not landing on a questionable runway
in questionable conditions.
What if the plan doesn't work or I can't execute it?
This should probably be the first question we ask
ourselves. If the plan doesn't work, what is plan B?
If I attempt it and it goes wrong, is my own survival
at risk? What do I do then? Don't commit to a course
of action in which there is no way out if something
goes wrong.
Aviation is rife with box canyons-literal or metaphorical.
Maybe it's playing with thunderstorms or
pushing fuel to the last gallon or picking a one-way
runway the POH says is too short. Always have a
way out of every situation, whether it is a 180-degree
turn out, a go-around, diverting to another airport,
or something else. We always need to have a plan B
tucked into a mental back pocket.
More importantly, we should always remember
that the risk we're taking in any aerial situation isn't
our risk. Yes, we're the one likely to be hurt and we'll
be responsible for any damage. But, if we get ourselves
killed, it's our loved ones and friends who will pay
the price. No risks are worth taking that have consequences
like these.
The hazards presented by flight can't be avoided.
Ensuring that the engines have enough fuel of the
right type to continue running is one of the most basic
responsibilities of the pilot in command, but every year
dozens get it wrong. Make sure you have enough fuel on
board to reach your destination with at least the required
minimums. The AOPA Air Safety Institute recommends
landing with one hour of fuel remaining on day VFR flights.
They are part of the package. However, we can clearly
manage those risks if we give each situation that
increases the risks some careful thought. Many accidents
are the result of impulsively blundering ahead
with no plan. There are no reasons for those kinds of
accidents to happen. The bottom line is to think, then
plan, then execute. FT
BUDD DAVISSON is an Arizona-based CFI with 8,500 hours of
tailwheel dual instruction given.
FLIGHT TRAINING JANUARY/FEBRUARY 2023
41
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Flight Training - January/February 2023

Table of Contents for the Digital Edition of Flight Training - January/February 2023
